What is Our Fuel Catalyst Solution?

Fair question. I asked it myself. Most of those gadgets were sold to car owners with big promises and no data. We claim 3% to 7%, not 20% or more, and we back it with fleets that measured their own fuel over months and millions of miles, often against control vehicles. Independent labs like Southwest Research Institute, SGS and Millbrook have tested it too. And we'd rather you prove it on your own equipment before you buy a fleet's worth.

On-highway trucks usually see 3% to 5%. Mining equipment, locomotives, ships, generators and other heavy diesel equipment usually see 5% to 7%. It depends on the engine, the duty cycle and the fuel. When we quote ranges, we throw out the very high results so we don't look ridiculous.

No. The Magnuson-Moss Warranty Act says a manufacturer can't void your warranty just because you used an aftermarket part. We also have letters from Caterpillar, Cummins, Mack and Volvo Trucks saying that installing a product like this doesn't, by itself, void their warranty. If an aftermarket part itself causes a failure, the engine maker won't cover that, which is why the manufacturer carries its own insurance.

The manufacturer carries a $1 million per-incident international insurance policy for engine or vehicle damage caused by the catalyst. It has been in force for over 20 years, with more than 28,000 units in the field, and nobody has ever filed a claim.

Yes. Our catalyst is the Rentar Fuel Catalyst, and it's legal on the on-road heavy-duty diesel vehicles its exemption covers. CARB Executive Order D-394-14 (August 25, 2021) exempts the Rentar Fuel Catalyst from California Vehicle Code Section 27156. In it, CARB found that the catalyst does not reduce the effectiveness of any required motor vehicle pollution control system. CARB requires us to include this disclaimer, word for word: The Executive Order or the exemption it provides is not an endorsement or approval of any emission reduction or fuel economy claims for the Rentar Fuel Catalyst and is only a finding that the device is exempt from the prohibitions of Vehicle Code Section 27156.

The EPA doesn't certify or endorse fuel catalysts. Its 2020 Tampering Policy says EPA will typically find a reasonable basis for installing an aftermarket part that CARB has exempted, under the same terms and limits as the CARB exemption. Our catalyst has that CARB exemption.

Yes. The catalyst works on the fuel before it burns, so it doesn't touch your aftertreatment. It has been tested on DPF- and SCR-equipped engines internationally, including Tier 4 engines. Less soot coming out of the cylinder also means less soot for the DPF to deal with.

Yes. It treats the fuel whenever fuel is flowing. An AAR-recognized lab measured 7% less fuel at idle on a locomotive engine.

Yes. A nationwide U.S. quarry company ran a one-year test on seven trucks and excavators at a California quarry running on renewable diesel (HVO) and measured 7.8% less fuel. Norbulk Shipping measured 3% to 5% on ship generators burning IFO 380 fuel oil. With biodiesel, it can also help offset biodiesel's higher NOx.

Measure your baseline fuel use, install the catalyst (about 30 minutes), run normally through a 250-hour conditioning period, then measure again the same way. For an answer you can trust, test at least five machines against five similar control machines. Testing just one is a bit like flipping a coin. I'm happy to help you set it up, and the testing page has the details.

A few other in-line catalysts and lots of liquid additives are out there. What sets ours apart is the evidence: more than 100 documented results across mining, trucking, rail, marine, generators and boilers. Fleets like Rogers Group, Del Monte, Norbulk Shipping, Borusan and TasRail tested it and then equipped their whole fleets.