"We will deliver significant value to Indian road transport sector''

When you are talking about a solution, you are obviously talking about a solution to a problem. So, how grave is the problem related to fuel economy globally and in India?

Yes, we are talking about a solution to a problem, but it also is ambiguous on purpose as a pun on our liquid combustion catalyst, USI-1000, which we provide typically in a solution form. The problems relating to fuel economy globally currently are significant. The developing emissions control markets of the UN's defined South-south led by major countries such as India are all on different points along the green economy and fuel standards transformation curve. These problems are not just for the environment but economically for the private sector to maintain commerciality amongst such change and increase in costs associated with upgraded fuels and equipment needed to run efficiently on those newer, lower sulphur fuels.

With regards to India, the progression from BS III to BSIV is admirable but the whole country needs to move to BSIV and all vehicles need to achieve better fuel combustion efficiency even if they are BSIII engines, to make a major difference on pollution in the major cities. Without some combustion catalyst aftermarket treatment or retrofit technology such vehicles will struggle to run, which in the industry could be very damaging to the economy in the road transport and agricultural sector.

What does your company do to address and solve this problem?

Our company can supply to the Indian market an aftermarket liquid combustion catalyst which can not only help in internal combustion engine efficiency improvements but is particularly helpful in managing and reducing the impact of using different fuel and engine standards. This is always a problem when an engine is running on a fuel it was not designed for. Until all of the vehicles within the Indian market are renewed to BSIV standard after 2020, there will always be combustion efficiency issues with the older engines. The opportunities for combustion efficiency improvements in older engines running on lower sulphur fuel than it is designed for can reach in excess of 10 per cent. In BSIV equipment running on BSIV fuel we would expect between 8.5 and 10 per cent efficiency improvements. All these savings would be accompanied by reductions across all greenhouse gases, with up to 75 per cent reduction in black smoke.

We are aware that there may be Indian or European OEMs out there who are re-selling their unsold or ex-lease BSIII vehicles stock into other less developed emissions-controlled markets e.g. Africa. However, as they may be discovering by now since that cut off in April 2017, the difference in the (predominantly) BSI/II fuel available in many of those markets, and the lower sulphur BSIII engines for resale may well create challenges for main dealers running OEM R&M programmes. The damage to engines and costs to repair will be greater than usual and profits can suffer as a result.

The same problem could recur when India switches to BSVI engines using ULSD in 2020 when at some point new BSIV engines will become banned for use and they will in turn be re-sold into other higher sulphur markets. The problems described above get worse when a 50ppm sulphur BSIV engine is running on 500ppm BSII fuel. Fuel Economy Solution remain available to work with Indian OEMs overseas product management to investigate whether our technology can be provided for their main dealers and customers as an engine treatment during servicing and ongoing treatment for general fuel use by customers at the pump or by automatic dosing at an appropriate ratio that may help to manage the impurities (and their impacts) better i.e. in a way that is less damaging to the engine.

What kind of partnership you are looking at in India?

Initially, we are looking for a partner to help us with our core business, product testing in the commercial road transport sector and to handle product supply to those customers. We are keen on working with an innovative technology partner, who can by using GPS not only accurately track vehicle movements and clearly demonstrate the fuel efficiency changes that may occur after testing a combustion improver such as that provided by Fuel Economy Solution, but the software platform offers so much more value to customers. Value is critical to green economy transformation and our partnership with any Indian company will deliver significant value to the existing Indian road transport sector.When you are talking about a solution, you are obviously talking about a solution to a problem. So, how grave is the problem related to fuel economy globally and in India?

Yes, we are talking about a solution to a problem, but it also is ambiguous on purpose as a pun on our liquid combustion catalyst, USI-1000, which we provide typically in a solution form. The problems relating to fuel economy globally currently are significant. The developing emissions control markets of the UN's defined South-south led by major countries such as India are all on different points along the green economy and fuel standards transformation curve. These problems are not just for the environment but economically for the private sector to maintain commerciality amongst such change and increase in costs associated with upgraded fuels and equipment needed to run efficiently on those newer, lower sulphur fuels.

With regards to India, the progression from BS III to BSIV is admirable but the whole country needs to move to BSIV and all vehicles need to achieve better fuel combustion efficiency even if they are BSIII engines, to make a major difference on pollution in the major cities. Without some combustion catalyst aftermarket treatment or retrofit technology such vehicles will struggle to run, which in the industry could be very damaging to the economy in the road transport and agricultural sector.

What does your company do to address and solve this problem?

Our company can supply to the Indian market an aftermarket liquid combustion catalyst which can not only help in internal combustion engine efficiency improvements but is particularly helpful in managing and reducing the impact of using different fuel and engine standards. This is always a problem when an engine is running on a fuel it was not designed for. Until all of the vehicles within the Indian market are renewed to BSIV standard after 2020, there will always be combustion efficiency issues with the older engines. The opportunities for combustion efficiency improvements in older engines running on lower sulphur fuel than it is designed for can reach in excess of 10 per cent. In BSIV equipment running on BSIV fuel we would expect between 8.5 and 10 per cent efficiency improvements. All these savings would be accompanied by reductions across all greenhouse gases, with up to 75 per cent reduction in black smoke.

We are aware that there may be Indian or European OEMs out there who are re-selling their unsold or ex-lease BSIII vehicles stock into other less developed emissions-controlled markets e.g. Africa. However, as they may be discovering by now since that cut off in April 2017, the difference in the (predominantly) BSI/II fuel available in many of those markets, and the lower sulphur BSIII engines for resale may well create challenges for main dealers running OEM R&M programmes. The damage to engines and costs to repair will be greater than usual and profits can suffer as a result.

The same problem could recur when India switches to BSVI engines using ULSD in 2020 when at some point new BSIV engines will become banned for use and they will in turn be re-sold into other higher sulphur markets. The problems described above get worse when a 50ppm sulphur BSIV engine is running on 500ppm BSII fuel. Fuel Economy Solution remain available to work with Indian OEMs overseas product management to investigate whether our technology can be provided for their main dealers and customers as an engine treatment during servicing and ongoing treatment for general fuel use by customers at the pump or by automatic dosing at an appropriate ratio that may help to manage the impurities (and their impacts) better i.e. in a way that is less damaging to the engine.

What kind of partnership you are looking at in India?

Initially, we are looking for a partner to help us with our core business, product testing in the commercial road transport sector and to handle product supply to those customers. We are keen on working with an innovative technology partner, who can by using GPS not only accurately track vehicle movements and clearly demonstrate the fuel efficiency changes that may occur after testing a combustion improver such as that provided by Fuel Economy Solution, but the software platform offers so much more value to customers. Value is critical to green economy transformation and our partnership with any Indian company will deliver significant value to the existing Indian road transport sector.