Fuel efficiency, measured properly.
The method we ask operators to use before drawing any efficiency conclusion — and the variables that invalidate a trial.
How is fuel efficiency measured on a hydrogen-enhanced engine?
Compare litres per 100 km (road) or litres per engine hour (genset and marine) over a fixed baseline period before fitting against an equal period after commissioning, holding route, load, fuel supplier and operators constant. Fuel-card or flow-meter data only. We publish no blanket savings percentage — the measured figure on your own duty cycle is the figure that counts.
- Road metric: litres / 100 km from fuel-card or telematics data
- Stationary metric: litres / engine hour at a stated load factor
- Minimum trial: 2 weeks or 50 engine hours each side
- Control: route, payload, fuel supplier, drivers, season
- Include the unit's own 12 / 24 V DC alternator load in the comparison
- Discard periods with servicing, injector work or route changes
- Baseline
- ≥ 2 weeks / 50 h
- Post-install
- Equal period
- Data source
- Fuel card / flow meter
- Published claim
- None — measure it
What ruins a fuel trial.
Route or load change
A different corridor, gradient profile or generator load factor moves consumption more than most combustion changes.
Driver or operator change
Throttle habit and idle time dominate short-window comparisons.
Mechanical work mid-trial
Injector, turbo, air-filter or DPF service invalidates the comparison. Restart the baseline.
Tank-to-tank estimates
Fill-level variance is larger than the effect being measured. Use accumulated period data.
Run the numbers, then the trial.
- · Fuel savings calculator — model the effect of a given percentage on your own litre spend.
- · Fleet trials — structured multi-vehicle evaluation.
- · Field results — published operator data and methodology.
- · Compare systems — gas output and current draw per unit.
Questions.
How much fuel will a unit save?
- We do not publish a fixed savings figure. Result spread depends on engine condition, duty cycle, load factor, fuel quality and driver behaviour, so the only number that matters is the one measured on your own equipment against a controlled baseline.
What metric should be used?
- Use litres per 100 km for road vehicles and litres per engine hour for generator sets and marine plant. Both should come from fuel-card or flow-meter data over a fixed period, not from single fills.
How long should a trial run?
- At least two weeks or 50 engine hours of baseline and the same again after commissioning, on the same routes or load profile. Longer is better where seasonal load varies.
Does the unit's own power draw count against savings?
- Yes, and it should be included. The unit draws 12 V or 24 V DC from the existing battery and alternator while the engine runs; that alternator load is part of the engine's work. Per-unit current draw is listed on each product page and on the comparison table.
Continue reading.
Hydrogen combustion enhancement
What it is, how PEM gas reaches the cylinder, and what it does not do.
Engine performance improvement
Flame speed, burn completeness and load response on diesel engines.
Emissions reduction
Soot, particulate and unburnt-fuel behaviour, and how to test it.
Installation guide
Nine-step fitting sequence: mounting, wiring, gas line, commissioning.
Safety & compliance
On-demand gas, no storage, alarms, shutdowns and reversibility.
Troubleshooting
Alarms, low gas output, water quality and no-start diagnostics.
Case studies & field results
Published operator data and trial methodology.
Compare PEM systems
A-450 to D-900 side by side: displacement, output, current draw.
FAQ
Answers on fitment, water, warranty, freight and duty cycles.