You 'must' read this to understand more about oils that you run in your vehicles.

                                NAPHTHENNIC OILS AND PARAFINIC OILS.

It is not common knowledge, even among mechanics, that there are two types of mineral oils  - Naphthennic Oils and Parafinic Oils.

Naphthennic Oil - Burns easily, having a flash point of around 160 deg. C. and emulsifies in water or steam. This type of oil evaporates and will retreat from metal bearing surface areas when subjected to heat. This can lead to equipment break down. Most equipment breakdowns are caused, because Naphthennic Oil will shear easily, allowing metal surfaces to come into direct contact with each other and bind together. Oil will shear when the oil molecules break down under stresses such as excessive heat. Naphthennic Oil contributes to creating excessive heat and hastens engine wear. Parafinic Oils on the other hand, have a long chain molecular structure. Unlike Naphthennic Oils, when the molecular chain in Parafinic Oil breaks, it simply forms into smaller chains and so tends to maintain its lubrication.

Naphthennic Oil is relatively cheap to produce, and is in very plentiful supply World Wide, so this type of oil accounts for around 98% of the oils on the market. By-products of Naphthennic Oils include tar, CFC's, bitumen, acetone, carborundum, butane, hydrocarbons and plastics.

Imagine what is happening inside your motor with nasties like those just described in your common oils. Carborundum is what is placed on emery paper as the rough base for the cutting compound. Over time, tar residues from the combustion process gums up the piston rings, which prevent the rings from expanding to follow the taper of worn cylinder barrels. It is little wonder then, that engines wear out ahead of time, with the carborundum contributing to Cylinder Taper, and tar, bitumen, and plastics binding the piston rings into the piston grooves preventing the piston rings from working efficiently.

Parafinic Oil  - Is mainly used in Cosmetics, the manufacture of high-grade plastics, and it is also used as a major source of Additives to fortify ordinary Naphthennic engine oils. Parafinic Oils are hard to burn, having a flash point of around 360 deg. C. As has been explained already, Parafinic Oils greatly resist shearing, and they will not mix with water. Neither will Parafinic Oils emulsify or break down with either extreme heat or extreme cold. Parafinic Oils will not carbonize and they do not contain any waxy solids.

The fact that Bi-tron is a superior treatment means that Bi-Tron's engine oil formulation improves the cold start engine protection of the parent oil. At the same time, Bi-tron keeps the parent oil from thinning out when the engine temperature rises to the proper operating range. What this means to the user is, that there is a lot less initial start wear on cold engine parts and better lubrication when the engine reaches its normal operating temperature.

Bi-tron provides a protective film of lubrication that displays a positive affinity to metal and thereby coats all metal parts coming into contact with engine oil to protect the metal from acid action. Bi-tron forms an oily film over metal that gives super wet ability (or oiliness) to the engine parts, reducing frictional drag by over 95%, and therefore lessens the initial starting torque required in stop and go city driving.
This results in improved engine fuel consumption and greatly reduced internal engine wear. And unlike ordinary oils, the hotter the metal gets the more the Bi-tron is attracted to it.
Take the piston rings of an internal combustion engine as an example. The rings and valves of an engine are just like the heart and lungs of a human. Free ring action must be maintained at all times for the engine to function efficiently. A longer life between overhauls results, if engine rings are kept in good working order.

Pistons cannot be fitted close enough in an engine cylinder to prevent blow-by. The piston rings must perform this function and they cannot do their job properly if they are not free. The top ring (fire ring) is in contact with the combustion chamber fire and so it serves as a compression ring and a fire ring. The next ring down is the compression ring and it has the big job of preventing blow-by. The oil control ring is the lower ring and it has to keep oil from reaching the combustion chamber. When fuel scum scrapped from the engine cylinder wall along with the tar residues from partly burnt fuel and oil collects on the top ring, trouble starts.

As layer upon layer of this goop accumulates on the top ring and fills the space between the groove and the rings, it interferes with the free movement of the piston rings. As residue builds up, the pressure of combustion and compression forces the goop around the ring and into the ring groove and causes the rings to become embedded in the gum.
Once the top ring sticks, the problem multiplies in a vicious cycle and soon all the piston rings are stuck. Stuck rings cause an increase in operational costs and soon a complete expensive overhaul becomes necessary. Overhauls become the only option because the stuck rings allow blow-by with a resulting loss of power. Ultimately the piston rings become subjected to extreme stresses and eventually break, causing major damage to the pistons and also the cylinder walls.

Every mechanic knows that engine cylinders wear more at the top of the barrel than they do at the bottom. This condition is known as cylinder wall taper. When a piston moves upwards, the rings expand and maintain their contact with the (slightly) tapered cylinder walls. Piston rings that are stuck fast within their ring grooves cannot expand, and therefore this permits crank case oil to flow into the combustion chamber where it adds to the deposits and residues as it burns. Simultaneously raw fuel (unburnt) escapes past the rings where it contaminates crank case oil and destroys lubricity, causing even more wear on the bottom end of the engine.

When one considers the tremendously high speeds that pistons must move from the bottom of the cylinder barrel to the top of the cylinder barrel (only a fraction of a second), it becomes obvious how the piston rings must adjust quickly, which cannot happen if Bi-tron is not being used and rings have become gummed into the piston ring grooves.
All fuels are combinations of hydrocarbons and oxygen. With combustion, the oxygen combines with hydrogen and forms water (H2O). Water is actually formed at the same rate as fuel is burned. So for every 10 litres of fuel consumed, 10 litres of water is formed. When cylinder head reaches 200 deg.F, the water is eliminated as water vapor. In short runs and in any start up where the cylinder head does not reach 200 deg.F, a certain amount of the water is retained and does not become expelled from the motor.

This water forms the basis of acids, which corrodes working parts. Gasoline, which contains 1% sulphur, forms sulphur oxides at the rate of 1 kilogram for every 60 litres of fuel burned. If any of this sulphur gets into the crankcase or behind the piston rings or on the piston walls, the engine cylinders begin to rapidly wear out.
Bi-tron is truly a brilliant preventative maintenance product. Bi-tron helps to prevent engine failures before they actually happen. Using Bi-tron is just like maintaining a swimming pool if you do not use the right ingredients you will have algae and other problems with the water in the pool. You must use preventative maintenance in all machinery and vehicles and Bi-tron is the greatest engine and machinery preventative maintenance tool yet invented.  

                                     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 2.4.6 or EP 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 EP 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.

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 heat from heated metal. Bi-tron has an extremely strong resistance to oil shear stronger even than Parafinic 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. 

                       IMPORTANT INFORMATION ABOUT ENGINE OIL ADDITIVES

Probably, the most important, yet least understood ingredient of most modern engine oils, are the additives that are included in the oil itself. Most oil additives fall into one or two main categories. One category of detergent type additive contains phosphorus, sulphur or chlorine derivatives and the other contains proportions of heavy oil.

Motor oils are only as good as the ingredients that go into their make-up. Many engine oils today use inferior quality additives or minimal amounts of costly additives to ensure their product is competitive with other ordinary engine oils. These low cost / low performance additives cause the oil to deteriorate the moment they are called upon to operate in an engine.

Most engine oil additives use metal soaps to impart detergency to the oil, and to break up oil oxidation by-products, which form a grimy sludge in engine crankcases. However, these same detergent additives also form an acidic by-product, which in turn corrodes the engine parts. The acids formed during the process of oil oxidation and hydrocarbon combustion cause corrosion of engine parts. 

                     ORDINARY OIL ADDITIVES

At present the major oil companies market their engine additives in a multitude of ways, but all of them fall into one of the following two categories. Their marketing people make up scientific sounding terms to describe what are basically detergent-type additives or heavy oil additives.

The first group containing phosphorous, sulphur or chlorine derivatives are detergents. These are successful up to a point. They do keep the crankcase free of gumming and carbon deposits by their detergent action, and thus improve engine performance to a degree. Unfortunately, they also form highly corrosive elements that in turn attack the internal engine metal parts, contributing to premature failure of pistons, valves and rings due to on-going acid formation.

The second group of engine oil additives are nothing more than the addition of a heavier grade of higher viscosity oil, which is included in the belief that a heavy oil is a good thing. However, no scientific proof exists to substantiate such an unscientific second guess.
In stop/start engine operations, the detergents in the ordinary engine oils do not do a very good job of dispersing the oxidation by-products in the oil (these by-products are part of the wear characteristics). These tend to accumulate and ultimately form a sticky residue that tends to be heat lacquer to form a varnish coating on engine parts. This action in turn causes engine hot spots and gradually leads to engine failure due to localized overheating.

In a normal engine, a chemical reaction occurs when petroleum-lubricating oils are exposed to oxygen-bearing materials such as air and water. This oxidation is accelerated by an increase in temperature, aeration and the presence of catalytic metal. A by-product known as hydro peroxide is produced by the combination of oxygen and hydrocarbons (i.e. petroleum products). These form a chain reaction, which ultimately produces sludge. Gum, varnish, lacquer, carbon deposits and acidic compounds.

                               BI-TRON - THE ANSWER TO ALL THESE PROBLEMS.

Bi-tron is unique in that it does not fall into either of the above categories. Bi-tron is a completely new and advanced metal treatment that is superior to all existing oil additives.

There is a great amount of frictional drag in every piece of machinery. Bi-tron reduces the frictional drag by providing better lubrication. Since 95% of all equipment operating costs are for fuel, a great saving results, when Bi-tron is used, since more power results, from burning the same amount of fuel.

Bi-Tron employs a non-metal, ash less, unique 100% pure petroleum-based metal treatment that is compatible with all motor oils, including synthetics. Bi-tron is non-corrosive, contains NO plastic particles, Teflon resins, molybdenum disulfide or lead.

This metal-free treatment is also effective in maintaining cleanliness in the piston ring zone thereby eliminating ring and valve sticking problems. The free ring action and proper piston ring operation at all times ensures lower oil consumption and virtually eliminates combustion stroke blow-by, thereby giving maximum engine power  -- and leads to maximum engine and component life.