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SX-6000 - You cann't drive with less friction !

There are many

  Coefficient
MoS2 0,2
Graphite 0,2
„Nano“ > 0,2
„Ceramik“ > 0,2
PTFE with low density 0,04
PTFE with high density 0,02

SX-6000 is the only product on the world market which uses PTFE with high density

(The above table deals only with products using solids. The effect of those additives which use only liquids cannot be measured, and their claims have no scientific base. Such products are dealt with below.)

How does SX-6000 work ?

SX-6000 is not an additive in the accepted sense, as it does not in any way modify the oil to which it is added.

SX-6000 forms a durable low-friction coating on all the friction surfaces in the oil system to which it is added. There are versions of SX-6000 not just for engines, gearboxes and differentials, but also for hydraulic systems and – in industry – systems (mostly also hydraulic) using water-glycol or similar mixtures because of fire risk. There are also SX-6000 greases.

The coating is formed from sub-micron particles of high density PTFE, not to be confused with low-density polymers such as Teflon. After all, SX-6000 is not intended for frying-pans. SX-6000 is the only product in the world which uses high density PTFE. If a by-pass oil filter is fitted which works below 1 micron, this should be closed-off during the treatment.

Application

Before treating an engine, an oil and filter change is essential. (The oil acids and other contaminants which form in use in an engine would otherwise neutralise the ''support chemicals'' which help to ensure that the coating forms.)

For gears, an oil change is not necessary for the above reason, but while at it the condition of the oil should be checked. Even the ''filled for life'' oils do not in fact last for ever.

For both engines and gears the application is 20% SX-6000 to 80% oil. An over-dose brings no advantages, but under-dosing means that the ''support chemicals'' could be in insufficient concentration to perform their tasks. Two exceptions !

  1. For Automatic gears there is a 250 ml dose, which is sufficient for gears with a total oil content (not change amount !) of up to 7 litres. Above 7 litres. Take two bottles
  2. Motorcycles and other engine-gear units with one oil system. These need 25% to 75% to ensure that the larger friction areas are adequately covered

The coating is formed by the pressure and heat of the running unit, in a car engine in 100-200 miles.

Attention ! Demand facts, not pie in the sky.

The performance of SX-6000 has been solidly documented by a number of sources, to the extent that the claim ''...you cannot drive with less friction'', while not loved by competitors, has never in now 20 years been attacked at law.
Unfortunately such solid evidence is lacking with most other suppliers of products claiming to reduce friction and/or increase miles per gallon. With the constantly rising costs of motoring, all too many products with unsubstantiated, wild claims come onto the market seeking - and finding – suckers.

Test results......... which by comparison convince

Scientists at Cambridge University established that the friction between two surfaces of high-density PTFE was >30% lower than with low-density PTFE. (The two coefficients of friction are 0.02 and 0.04. That for the low-density polymer is to be found in many table - often as “Teflon“ - but because of its rarity that for the high-density version is almost never given.)

Sequence III E. This test, performed by the SouthWest Institute, San Antonio, is the standard test for motor oils for the world's vehicle industry. SX-6000 met or exceeded the test criteria for all aspects, and in addition produced a reduction in wear compared with oil alone of up to 88%. This product performance is registered with the US Chemical Manufacturers' Association, and so not subject to dispute.

Tuner/Racing driver Bobby Unser put a 4 x 4 on the dynomometer and after less than 50 miles reported:

  • Power at 3600 rpm increased from 90 to 100 hp
  • Gearbox temperature dropped 27.7°C
  • Differential Temperature dropped 34.4°C

A 4 x 4 has more components in its gear train, so there is more friction which can be reduced than in a 4 x 2 vehicle.

The Gottlob laboratory proved that after 50,000 miles on their test rig, the coating was still performing. No other product has ever even approached this, except in its claims.

MAZDA-Japan introduced SX-6000 as an ''Original MAZDA spare part''.

Lenz Motortechnik tested with a BMW M3 engine. Up to 5 hp more power and 5°C less oil temperature. The engine had already done over 30 test runs with a maximum deviation of about 0.3 hp before SX-6000 was added.

Professor Windisch of the Technical University Heilbronn established a reduction in friction loss of 3-8%, depending on load and speed. (This reduction is confirmed by transport companies in practice, reporting around 6% less fuel consumption.) He tested SX-6000 using Castrol 0W30 oil. Oil companies have over the years repeatedly said: “Yes, it might have done some good with the oils of some years ago, but with modern oils it will give no benefit.“ This test proves them wrong.

Most recently, SX-6000 was tested – in three motors, not also in the gears – by Professor Sneps-Sneppe of the Vehicle Transport Institute of the Technical University in Riga. In a country unfortunately better known for questionable business practices, the professor is known for causing grievous bodily harm to those who suggest that he might produce a “friendly“ test report. He sees it as his duty to protect the market from bad products, and in the previous 5 years had not issued even one positive test report.

Consistently, for all three motors he found that the SX-6000 treatment reduced the fuel consumption by 5%, which agrees with all previous tests. Further ultrasound measurements showed that the internal vibrations (caused by friction) were massively reduced, confirming that wear too was being reduced.

While we have many reports from very satisfied users of SX-6000, these do not have the solid credibility of the scientific, reproducible tests which we take as the basis for our product performance statements. It is all too easy to achieve a ''good'' or a ''bad'' result on the road. However, some do show what can be achieved under conditions which are stable, or over extended time, by users who maintain accurate vehicle records, and some of these follow in summary, and showing the full original text. (We consider it not acceptable to publish reports where the source is not shown, all to common a practice with products without solid test material.)

Aninger Schnelltransporte. An express parcel service using Mercedes Sprinter. In 2001 they treated their first vehicle and reported a saving of “something over“ 5% (while also - being express - taking advantage of the increased engine performance).

Seven years later they reported the same fuel saving, but also that they no longer change their vehicles automatically after 300,000 km, but first review the position after half a million. Having lower costs, they became more competitive, and have expanded their fleet from 10 to 20 Sprinters, while the extended working life means a considerable reduction in the investment per vehicle.

LogSped. A trucker operating, among others, trucks fetching containers to and from rail heads, operating in a hilly region. Three months after treatment with
SX-6000 they found that fuel consumption had been reduced by 6.5%. Reporting 120,000 km after treatment, with three oil changes in between, they confirmed the same consumption, as well as significantly lower oil consumption. Further, the drivers were reporting easier gear-changing as well as quicker hill-climbing,(which, so we were told, resulted regularly that they got home in the evening before the children went to bed).

Omnibus Zimmermann. Treated initially two buses, one MAN, one Daimler.
They reported fuel savings of 8.84% and 6.02%, oil savings of 69.45% and 39.0%, and confirmed that they would treat the rest of the fleet as their oil changes became due.

Fetzer. A company dealing in gravel and concrete, delivering to building sites. Their vehicle was treated first at 97,000 km and ran for 256,000 km before the second treatment, so well beyond the end of the benefits from the first. Compared with the consumption recorded in the last three months before the second treatment, this produced a saving of 6%, and also less oil was consumed.

Other friction-reducing products

There are products based on low-density PTFE. The best of these achieved a reduction of 42% in Sequence III E.

Several products, some well proven and on the market for nearly as long as there have been cars to use them, use graphite, molybdenum disulphide or similar. These all have a co-efficient of friction of 0.2. Presumably as an attempt to gain a connection to Formula 1 technology, some makers have started to call these substances ''ceramic''. But in F1, ceramic has to do with pistons (and now there are ceramic brake pads !), not with friction reduction, which is almost without exception taken care of with PTFE. Hardly any ''ceramic'' product is backed-up with solid test data. In one case, for the same product but sold under two different names, one 125, the other 250 ml, the same enthusiastic improvement claim was being made for both in spite of the difference in dosage. (In fact, both bottles did produce the same result - zero.)

There are also products where the maker prefers to keep the contents secret. Popular for a time, and still to be found, were products based on chlorinated paraffin, which does in fact have good EP (extreme pressure) properties. These do reduce friction, but, being liquids, when the oil is changed they leave too. (In spite of this, makers claim a lasting effect, but this has been shown to be false. ''Oil-free'' runs, made to prove this, have been shown to have been faked.). Typically, the makers deny that their product contains chlorine, saying that chlorine is a gas, but analyses have shown that they contain up to 30%. The ''Infomercials'' for all these products were banned in USA as completely untrue, 1999-2000. Further:

  • If there is any condensed water in the oil (typical of short-run engines), the chlorine can split off from the paraffin, link up with the water and form hydrochloric acid, which is not well known for removing friction, but metal. For the last 50 years, oil makers have continued to reduce the chlorine content of their products – just for this reason
  • Tests run by Daimler have found that in the exhaust of engines where the oil contains such chlorine products, dioxine is present. Breathe in for cancer !
  • The regulations on disposal of old oil restrict the chlorine content to a level which is exceeded up to ten times by such treated oil

We find it interesting that sellers of chlorine-based products find it necessary to stress that these have no PTFE, and suggest that, because PTFE is a solid, it will block the oil filter. Of course, if the particles were large enough to be caught in the filter (normally about 30-35µ) this could happen, - and did in fact when “cowboy“ traders tried it with rubbish-products – but no established supplier uses particles anything like big enough to do this. “Nano“ has become about as popular as ceramic, with about as little performance. We don't bother with such meaningless words, though the particles in SX-6000 would qualify according to current practice, being smaller than 0.5 microns. (A nano is one thousandth of a micron.)

One recently noticed practice is to take a car with an engine which is in a really bad state, glued-up piston rings (so minimal compression), caked injectors (so bad combustion), and run this on the test rig of a recognised testing agency to measure power and consumption.** Then the car is given a treatment and the measurements are repeated. (Any engine in such a bad condition can be improved by simply cleaning it out with available chemicals, showing an improvement of 10-15% without the use of any friction-reducing treatment.). The results of the two test runs are printed on the letter-head of the test agency, and then presented – with additional claims of the maker – as being relevant for any car, even in top condition

**The agency has no knowledge of what ''preparation'' was performed at any stage in the proceedings to ''improve'' the results, for which there is considerable scope.

Further benefits for old-timers

Most old-timers spend most of their time in the garage, not on the road. Particularly during a winter lay-up the oil will drain away, leaving metal-to metal contact. If nothing is done to prevent it, this will allow galvanic currents to develop, and these in turn produce corrosion.

It is common to try to prevent this by starting the engine every now and then, to get the oil back in place. Unfortunately, this can be self-defeating, as it is well known that between 80 and 90% of all engine wear occurs during the start-up phase, more wear in fact than will be caused by then driving 500 miles.

PTFE is an extremely good insulant, and it has been shown that the SX-6000 treatment totally prevents the development of such electrical currents.

The protection also prevents rusting of exposed friction surfaces, which can happen if there is any condensed water in the engine, something which can build up as the ambient air temperature rises and falls, just as it can in the fuel tank.

SX-6000 in industrial use

The more friction, the bigger the savings potential. A simple, but big, piston compressor in an oil refinery, driven by a 5.3 megawatt motor, saved “only“ the same 5% measured in Riga. This worked out at “only“ € 100,000 in saved power costs in the first year after treatment. But in the case of a 149.5 : 1 reduction gear the torque output increased by 14%, the energy requirement under load fell by this amount. With wear reduction certified at up to 88% less than oil alone, also the maintenance costs and down-times are dramatically reduced, precision machines retain their accuracy so much longer..
But have you tuned the gearbox ?
(Some thoughts for tuners.)

The additional performance which today's tuners get out of engines is quite remarkable. Already high-performing engines are given 20, 30 or even 40 percent more top-end power through skillful enhancement of what the car maker has left hidden in his design.

But can the gear-box take all this extra torque without complaint ? Several boxes, designed for the original 1600 cc cooking version, have scarcely been upgraded to take into account the additional power of the series 1800 or 2000 cc face-lift engine, never mind what you have put on top.

Racing legend Bobby Unser tested the QMI products in a 4x4 pickup and reported a gain of 10 horsepower at the wheels. The massive temperature reductions he measured in the gear train demonstrate conclusively that

...you can’t drive with less friction !

QMI gear treatment has proven to protect gears in such circumstances better than any other product known. Through its rapidly forming micro coating of the specially developed heavy PTFE polymer, the working surfaces no longer grind against one-another. The metal faces glide on their PTFE coating. Friction is reduced dramatically, passing more of your extra power on through to the wheels, not wasting it in friction, heat and wear in the gear-box (and diff !). 25%-30% of the power loss in the gears is eliminated, gear shifting is smoother and easier.

But while we were about it, we too took a look at the engine. Not only do we give the engine just as much protection as the gear-box, within 100 miles of adding QMI engine treatment even the best-tuned engine is thrusting harder while wearing less - up to 88% less, certified by the world leader in lubrication testing !

In many countries, QMI's products have become recognised by tuners as the final touch to their detailed work, ensuring that the customer will appreciate their efforts to the full, and for a long time. Racing engines, previously re-built after every - or every second - race, are now not stripped during the whole season. “Go to George, his engines don’t break“ is a comment on which businesses can grow !

Tuners, their name and their future depending on performance, reliably delivered, take the only one further step to top it off -: the QMI SX-6000 treatment.

Where can I buy it ?

We hope to have a good retail distribution in Britain and Ireland in the not too distant future. Until then, we will gladly provide you through our Internet shop:
www.chambers-shop.de

While for the present we will be delivering with German packaging, this will be accompanied by full instructions in English

We also recommend our LecWec, since 1995 the market leader in several countries for stopping oil leaks – long-term. This can be used with all sorts of oils, and in all sorts of oil systems, and when we say ALL, we really mean ALL. Bikers don't need to be concerned about their wet clutches (also not for SX-6000). Big industrial systems save expensive down-time and carry on for years, drip-free. More expensive that some other products on the market, but if you want results, lasting results, quality pays off.

Ersparnisrechner



Gearbox | 50,000 miles | Sequence III E | High-density PTFE | Test results | What is an honest test?

Press Release | How to use QMI | QMI in industry | QMI in trucks