Below is a graphic of the distance between cars with and without the CB-26P device showing how far ahead the modified car is when the unmodified car is travelling at the indicated speed, all the data was taken from 10 mph so as to exclude variations in the launch characteristics, so the distances shown are actually understated from standing start times and graphically illustrate the potential benefits of the device.
 

The 'Test Results 3' page shows past tests on older cars but, due mainly to the advances made in equipment, none of the data is likely to be as accurate as the real time data it is possible to collect with modern systems. There is no better example of this than the telemetry available to current racing teams when just about every aspect of a car or bikes racing performance can be monitored, analysed and recorded on a real time basis by equipment developed by Datron - click the logo below to visit their web site:

A full analysis of the tests at Prodrive Labs in Milton Keynes on each of the test cars prepared by independent consultants and is outlined below.

It represents a definitive analysis of the effects of the device on emissions and economy on the same cars used in the datron performance tests under the strictest test conditions:

Analysis of Prodrive Consumption and Emissions Tests.

Date:
January 27th to 3rd February 2005

Test:
To test three vehicles as standard and modified by the fitment of an Ecotek CB-26P device, with a view to establishing any change in fuel consumption and any associated effects on vehicle exhaust emissions.

Test Cars:

Test Format:

Prodrive Laboratories in Milton Keynes were selected to perform the tests as they provide one of the most comprehensive test services. The Prodrive emissions lab is fully certified by the UK Vehicle Certification Agency and accordingly provides some of the most accurate and reliable data available.

Upon completion of a satisfactory Pre-Conditioning Tests, the vehicles were tested in two forms: Standard Emissions Verification and Modified Condition (Ecotek device fitted).

Pre-conditioning Test:

Firstly, with the vehicle in standard condition and with no additional after-market equipment, a Pre-Conditioning test took place. This takes the form of a standard Euro 3 ECE 1505 vehicle emissions test. This test allows the facility to verify the vehicle and dyno performance, without the restriction and cost incurred of a fully validated test. It also conditions the vehicle to the driving conditions experienced during the drive cycle, which are substantially different to those encountered during normal road driving.

On conclusion of a satisfactory Pre-Conditioning test, each vehicle was put into Prodrive’s vehicle soak area for the minimum mandatory six hours, before which a valid and certified test may not take place.

Standard Emissions Verification:

Upon completion of the minimum soak time each of the vehicles were subjected to their first validated ECE 1505 Drive Cycle Test, during which emissions data in the form of exhaust gas analysis was derived, together with an electronic copy of second by second emissions data.

At the conclusion of the test, the exhaust gas analyser equipment generates a document which details all aspects of the vehicle’s exhaust emissions particulates: Carbon Monoxide, Hydrocarbons, Oxides of Nitrogen and Carbon Dioxide, in the form of a mass/distance format. For example, C02 (carbon dioxide) will be expressed in g/km.

Additionally the program uses the carbon balance method of analysis to compute a certified fuel consumption figure, in MPG, MP/USG, and l/100 km. All of which are verified by the VCA.

These tests were run a total of three times in order to produce an averaged value of all the emissions figures. This ensures an even spread of result data and removes any spurious data from the process, giving further credence to the end results.

Modified Condition Tests:

Once the vehicles were tested in standard form, the Ecotek device was fitted in accordance with the product instructions. The vehicles then underwent a further Pre-Conditioning test to ensure that any shift in the vehicles operating window, affected by the introduction of the device, has time to adapt before the official test procedure begins.

The timetable for the second phase of testing followed that of the first, and a further three tests for each vehicle were conducted under similar strict operating conditions.

The vehicles were tested using the European drive cycle, which is the current standard vehicle test procedure used to establish new vehicle emissions and fuel consumption data, this test is the only test recognised by the European Union for establishing and verifying new car emissions. To this end the results obtained can be relied upon as definitive.

The test takes the form of a simulated urban Euro 3 ECE 1505 Emissions Drive Cycle on an indoor laboratory dynamometer, followed by a simulated high speed drive cycle. From this data both urban and high speed fuel consumption and emissions data are collected and are used to obtain a combined overall fuel consumption and emissions figures. These are the same figures supplied by manufacturers in their vehicle specification being determined in exactly the same way.

The tests use a Horiba 9000® series gas analyser to collect and test the vehicle exhaust emissions, the Horiba equipment is recognised to be the standard in the industry, again giving a high confidence level in the results of the tests. During the test, whilst the vehicle is being driven, the analyser is taking a constant sample of the vehicle exhaust gas. This sample is stored in a common bag, one for each of the two phases of the cycle and one each for sampling the background emissions within the lab itself. This ensures that any free air emissions are excluded from the test data, again ensuring the accuracy of the results.

Upon completion of the test the analyser samples the stored gas and equates the quantity of pollutants in each of the bags and then converts that into a common figure of mass of pollutant per kilometre driven for each phase of the cycle. This is then collated into the test results to give the final pollutant figures, plus the overall fuel consumption of the vehicle in miles per gallon or litres per km.

Analysis:

The raw data from Prodrive was analysed independently by Steve Wills MEng, HNC. of Chalgrove, Oxfordshire a specialist automotive engineer with engine development participation in Group C, WRC, BTCC and GT classes; as well as considerable experience in vehicle emissions tuning and certification, together with the latest engine management and data acquisition systems.

Test Results - All Emissions in grammes per Km (see charted data)

The Peugeot saw a reduction in fuel consumption from 42.1 to almost 42.8 Mpg on the combined analysis. This is a reduction of 1.6%. It can also be seen that there is a benefit in CO2 emissions, the Peugeot saw a reduction from 151.4 grammes per kilometre down to 148.9, a reduction of 1.7% on the standard vehicle.

Both the Hydrocarbon and NOx (oxides of nitrogen) emissions were marginally reduced also. Overall the vehicle emissions were reduced, the increase in CO emission may largely be due to test variance and is not regarded as a significant pollutant. CO2 and NOx are generally accepted as the most important areas for emission control and both have been reduced by the introduction of the Ecotek device.

The Fiesta had a reduction in fuel consumption from 38.66 to 39.07 Mpg, a reduction of almost 1.1%. CO2 was again reduced from 164.3 g/km down to 162.7 g/km, a reduction of just under 1%. Both CO and Hydrocarbon emissions were also reduced, together with a marginal increase in NoX.

The Polo saw a reduction in fuel consumption from 37.77 up to 38.11 Mpg, a reduction of 0.9%, CO2 was again reduced down to 166.9 g/km from 168.5, a reduction of 0.96% over the standard vehicle. There were marginal increases in both Hydrocarbons and NOx, but not to significantly affect the overall benefit gained.

The difference between the standard and modified vehicle on the combined HC+Nox analysis is only 0.03 g/km, and this overall rating still achieves Euro 4 compliance, on a Euro 3 vehicle so this is not deemed to be an adverse result.

Conclusions:

The addition of the Ecotek CB-26P device to these three vehicles saw a reduction in both fuel consumption and CO2 emissions in all cases.

The Fuel consumption reduction is maybe not as apparent under these test conditions with a reduction in the order of 1 to 1.5% on each vehicle, however it does confirm that the unit is of benefit, even under tight test procedures. In general open road driving it is quite conceivable that these gains may be significantly increased.

The reduction of CO2 is also a significant side effect, although the reduction is again of the order of 1 to 1.5%, any reduction of CO2 emissions should be regarded as beneficial. The CO2 reduction is most likely due to the dilution effect of introducing un-metered air into the inlet manifold but for whatever the reason, the result should be regarded as worthwhile.

This introduction of un-metered air would normally give rise to the expectation that the NOx emissions would increase. Typically, additional combustive oxygen in the mixture, which has not been quantified by the cars engine management system, will increase the combustion temperature, due to a slightly leaner mixture, and subsequently increase the production of oxides of nitrogen (NOx), a linking of nitrogen to the excess oxygen in the combustion process.

Surprisingly, save for a small increase on the Fiesta, the NOx emissions were the same, if not better with the Ecotek device fitted. Given the overall scheme of the tests this can be seen as a benefit, as it would have been expected by the apparent nature of operation of the device, that these emissions would have significantly increased. This has turned out not to be the case; giving rise to the potential likelihood of genuine combustion improvements being generated by the Ecotek CB-26P device.
 

Steve Wills MEng, HNC. of Chalgrove, Oxfordshire 30th March 2005

Data:

A selection of graphs of some of the raw exhaust emissions data as sampled from the vehicles tailpipe (TP in graph key) are shown in this article (this obviously represents a very small proportion of the three tests for each gas in standard and modified form that were conducted) - we hope to provide a pdf download of more comprehensive data in due course (now available here - nb: 10 megs)) but given the very high costs of these tests we reserve the right to retain an element of the data for proprietary reasons. This data does not take into account the background lab emissions and hence is not an absolute record of the vehicle test, but does give an indication as to the trends of the vehicle pollutants as the tests were conducted. The general trend that we saw in the emissions results can be seen in these graphs and further reinforce the test results as outlined above.

The combination of the Datron and Prodrive tests confirm that the device improves performance, emissions and economy - whilst the improvements in economy and emissions are significant but not dramatic, it should be noted that the cars selected are renown for being both fuel and emission efficient - it is also important to recognise that all the test results are averages of several or many tests and optimum values are thus discounted.

In the event these tests unequivocally confirm that significant performance gains can be combined with improvements in economy and emissions by fitting the Ecotek CB-26P device:

To summarise the conclusions of each recent test:

Datron: "It is clearly established by an analysis of the data that the device improved the performance of all three cars during the test."

Prodrive: "The addition of the Ecotek CB-26P device to these three vehicles saw a reduction in both fuel consumption and CO2 emissions in all cases".

Given that these tests were undertaken on the same cars it would appear that significant performance gains can be combined with improvements in emissions and economy.

Click here for further test data on older vehicles.