Princess S72 Motor Yacht Test

Objectives of the test
1 To establish fuel savings
2 To increase power
3 To extend engine life
4 Reduce maintenance costs

The vessel

The vessel in the test was a Princess S72 motor yacht powered by twin V12 MAN diesel engines of 1800hp each driving ZF gearboxes with shafts to contrarotating propellers. Engine hours were Port 619 and Starboard 617. Hydraulic stabilisers were also fitted powered by hydraulic pumps mounted on gearbox driven power take offs.

Test period and conditions

The test was to be conducted over a trip from the Eastbourne Marina in the south of England to Cartagena on the Mediterranean coast of Spain, a voyage of around 1850 nautical miles. This trip would encounter winds up to 35kts, fog and calm conditions. An engine run time of some 168 hours.
Neither of the twin MAN engines had been treated by our product previously but had been serviced in accordance with the manufacturer’s requirements. Fuel consumption had been continuously recorded by the owner in his own written log for the vessel at various speeds so as to compile an accurate record for distance / consumption planning. Information that the manufacturer does not normally divulge or have.

The engines were warmed up on the berth at Eastbourne Marina and two litres of the mechanical treatment was added to each engine. At 12:00 on the 22 April 2023 “Dragon Slayer” left Eastbourne.
Note The sumps on these two particular engines are specified to hold 60 litres of lube oil.

Rationale for assessing results

Fuel economy is the key factor.
If fuel economy is proven it can only have arisen from a reduction in friction due to the mechanical treatment of the internal components of the MAN engines as there was no other variable.
Fuel economy from reduced friction.
Reduced friction we know proves less wear.
Therefore less wear will extend engine life.
If equal power is thus achieved with less fuel the power is increased in relation to the fuel burned .


Results

The original figures for consumption were complied by the owner in the Mediterranean, a place where little tidal influence occurs.

With this being taken into account the data for our test was taken in the same area and conditions.

The original figures for 17.5 kts was 120 ltrs per engine per hour.
The test figure for 17.5 kts after treatment is 109 ltrs per engine per hour.
The original figures for 12.5 kts was 70 ltrs per engine per hour.
The test figure for 12.5 kts is 60 ltrs per engine per hour.

Thus to achieve these results the loss in friction has allowed a saving in fuel of around 10 percent or more for the same vessel speed.
Photographs were taken of the digital readouts to substantiate the results onboard the vessel at the time.

Conclusions

The objective of the test were achieved.
The fuel saving was proven.
Wear and protection were proven.
There are clear cost benefits


Rationale for use of the Mechanical treatment system.

It makes very good sense to protect the internal combustion engines by this simple to add treatment. It is proven to save fuel and extend engine life by less wear. With a proven fuel saving of around 10 percent it is also a good incentive. Alongside this though by having less wear and extended engine life it could save lives at sea.