Inside an engine, fuel has only milliseconds to evaporate, meet oxygen and burn. Greentech helps it atomize finer, so more of every drop burns — and burns in time.
A patented, passive fuel enhancer that sits in the fuel tank. No additives, no electronics, no engine changes.
Liquid fuel cannot burn. Each drop must first evaporate and mix with air — and the engine gives it very little time.
What every drop has to do — before the flame reaches it, and in the few milliseconds of the burn:
The drop turns to vapour, from its surface inwards.
The vapour meets the oxygen in the air.
Fuel + oxygen → CO₂ + water + heat that pushes the piston.
Fuel that isn't ready in time burns late, burns only halfway — or leaves the cylinder unburned.
Incomplete combustion doesn't only pollute. It throws energy away and leaves carbon inside the engine.
fuel + O₂ → CO₂ + H₂O + all of its energy
fuel + O₂ → CO + HC + soot + only part of its energy
carbonoxygenhydrogen
Balanced equations for petrol, diesel, LPG and CNG →
C + O₂ → CO₂393.5 kJ · 100%C + ½ O₂ → COThe missing 283 kJ — 72% of that carbon's energy — is still locked in the CO, and leaves through the exhaust.
Energy released per mole of carbon — standard heats of formation: CO₂ −393.5 kJ/mol, CO −110.5 kJ/mol.
Incomplete combustion feeds itself:
Break the loop at the spray. A finer spray burns more completely and leaves less carbon behind — which is why Greentech also reduces engine carbon deposits.
A drop evaporates from its surface. Smaller drops have more surface for their size, so they turn to vapour — and burn — far sooner.
evaporation time ∝ diameter²
The same fuel split into 8 drops of half the diameter has twice the surface touching the air, and each drop is gone in a quarter of the time.
Same amount of fuel at every setting.
Fuel that burns near the top of the stroke pushes the piston all the way down. Fuel that burns late does less work and leaves as heat; fuel that doesn't burn leaves as CO, HC and smoke.
Spray research agrees: with the same injector and pressure, higher viscosity and surface tension give larger drops. Pressure and nozzle are set by the engine's design; the fuel's own properties are what can change.
Petrol and diesel are mixtures of hydrocarbon molecules. Weak attractions between neighbouring molecules — van der Waals forces — are what give a fuel its viscosity and surface tension.
van der Waals attractionone hydrocarbon molecule (carbon chain)Illustration: molecules in a liquid are always moving.
Greentech lies fully immersed in the fuel tank. Its proprietary fuel molecular optimization process acts on these molecular associations — nothing is added to the fuel, and nothing is used up.
The measurable result is fuel that flows more easily — lower viscosity — which it carries through the fuel line to the injector, ready to break up into a finer spray.
How the patented internal components do this is proprietary. What we publish is what independent laboratories measured in the fuel. See the measurements ↓
Three questions: does the fuel change at the molecular level, does it flow differently, and does it stay within its specification?
A map of where the difference appeared — not the measured spectrum.
Petrol (RON 95, from a CPC station) was scanned as purchased and after treatment on a Bio-Rad FTIR spectrometer. The two spectra differed in three regions — mainly the C–H band at 2,850–3,050 cm⁻¹, the bonds that make up fuel molecules. In other words: a change at the molecular level.
↓Treated A and B: lower viscosity than the control
98-octane petrol was kept with two Greentech component samples (A, B) and an inert control, at room temperature and at 0 °C, and measured on an SV-10 vibration viscometer. The treated petrol's viscosity was lower than the control's — measurable from 30 minutes, still lower after 37 days, with the same trend at 0 °C. The study compared both generations: A was the first generation (2007), B today's second-generation Greentech (2009), which did better.
| Property | Before | After |
|---|---|---|
| Research octane number (RON) | 95.1 | 95.1 |
| Vapour pressure at 37.8 °C, kPa | 62.7 | 62.7 |
| Density at 15 °C, kg/L | 0.7409 | 0.7408 |
| Sulphur, ppm | 79 | 80 |
| Aromatics / olefins, %vol | 27.7 / 28.8 | 27.6 / 28.7 |
| Benzene, %vol | 1.21 | 1.21 |
| Oxidation stability at 100 °C, min | > 480 | > 480 |
The same RON 95 petrol, before and after using a Greentech fuel enhancer: the laboratory found no significant change in any of its 25 ASTM tests.
Open the original report ↗Also: a 27-page assessment by Associate Professor Peter Dingle, Murdoch University (Australia, November 2007), reviewed the test data then available. Details →
The octane, composition and stability stay within specification. What changes is how easily the fuel flows — which sets how finely it can spray.
Carbon monoxide, hydrocarbons and smoke are the fingerprints of incomplete combustion. That is exactly what inspection stations measure.
Also: Orbital, Australia (DOTARS-registered test facility, ADR 79/01), 2007, first generation — HC −33.3%, NOx −28.6%, CO −8.7% by mass. Details →
Each result compares the same vehicle before and after fitting, in the same test; results are not averaged or compared across tests. Tests from 2006–2009 used the first-generation product (Moletech); today's Greentech is the improved second generation. Results vary by engine condition and operating environment.
Greentech can only recover fuel that was burning late or not at all. How much of that there is depends on the engine — and on how it's driven.
Illustration, not to scale — the split is different for every engine.
Older engines, carbon build-up and poorer fuel leave more to recover; a new, well-tuned engine leaves less.
In a 2019 dynamometer test in Guangzhou, the same car used 6.8% less fuel at 90 km/h and 9.0% less at 120 km/h.
Each saving is calculated against that vehicle's own starting consumption. See how savings are calculated →
CO and HC come only from the small share of fuel that doesn't burn completely — so when more of it burns, they fall steeply. Fuel savings are measured against all the fuel used, so the percentage is smaller: typically 5–25% in daily fleet use. Each vehicle is measured against its own original fuel use, so the percentage differs from vehicle to vehicle.
It works on the fuel's physical state; its specification stays the same.
Fully immersed in the fuel, which carries the change to the injector.
No power, nothing consumed; designed for 10+ years of service.
The laboratory recorded the viscosity effect at 0 °C as well as at room temperature.
EIC found no significant change in any of 25 fuel tests. A 2009 California Air Resources Board letter notes the US EPA found the first-generation device need not be registered as a fuel additive. Certifications →
No battery, no wiring, no ECU tuning.
It doesn't treat the exhaust; it works before combustion.
No parts replaced; the engine stays as built.
No. Nothing goes into the fuel. Vietnam Energy Inspection (EIC) ran 25 standard tests on petrol before and after and found no significant change (RON 95.1 → 95.1). A 2009 California Air Resources Board letter also notes that the US EPA found the first-generation device need not be registered as a fuel additive.
It changes the fuel's physical state, not its chemistry. In the laboratory, treated petrol's viscosity was lower from 30 minutes after contact and stayed lower for more than a month — so the fuel carries the change through the fuel line to the injector, where it breaks up into a finer spray.
In the 2010 laboratory study, the viscosity effect held at 0 °C, just as it did at room temperature.
No. In EIC's 2020 tests RON stayed at 95.1 and vapour pressure at 62.7 kPa; density, sulphur, aromatics, benzene and oxidation stability were unchanged within normal test precision.
CO and HC come only from the small share of fuel that doesn't burn completely, so they fall steeply when more of it burns. Fuel savings are a percentage of all the fuel used — typically 5–25% in daily fleet use. Each vehicle is measured against its own original fuel use, so the percentage differs from vehicle to vehicle.
Every result on this page comes from a dated test report — most of them open to read in full — and we explain the arithmetic behind the percentages. Do fuel savers work? →
An aluminium alloy casing with patented internal components — Proprietary Greentech Fuel Enhancing Technology. How it is made is proprietary.
It does not modify the engine or its electronics, and the fuel stays within its specification. Because combustion becomes more complete, engine output can rise: for marine engines, and engines already run close to their rated limit, confirm with the engine manufacturer before installing.
Tell us your vehicles and tank sizes — we will size the right model and quote the installation.
Results vary by engine condition and operating environment.