We don't filter out any entries that are against the BROQUET however we reserve the right to delete offensive messages.

David Lock

Many thanks for re-posting message. I now have a new Password as well! Let's try and sort out a reply.

1) Supergreen which used to be 98 RON is now 97 RON. It is pretty horrible stuff with additional nasties added to boost the octane. Also expensive and increasingly hard to find.

2) Broquet is a tin alloy (as are other catalyst products since they merely try to copy the Broquet technology). However it does not release metals into the fuel which could cause problems and it would certainly not damage your exhaust catalyst. It really is a pure catalyst which itself does not materially change.

3) I am sure you will find that your Carrera will run perfectly on cheaper 95 octane after Broquet is installed without performance loss. Indeed one of our customers checked his older 911 (Targa?) on a dyno after installing Broquet and found a significant power improvement.

4) We supply many units nowadays to newer performance cars that are supposed to use a high octane - typically BMWs, Jaguars, Impreza Turbos etc to allow them to perform well on 95 unleaded.

5) You would require one number 10-pellet in-tank Broquet unit at £91.30 all inclusive. I hope this helps and sorry for delay in reply.

Best regards, David Lock

I think the key words here are:

"The improvement in combustion resulting from addition of Broquet means than an engine can generally accept a slightly lower octane fuel than it would otherwise require".

That is to say that Broquet is effectively, but not actually, an octane booster.

You ask about actual improvement in octane number. I can only really answer this by what we find in real life on the road. We find that an engine that is designed and set up for say 97 RON (the old 4-Star) or the old 98 RON supergreen (now down to 97 octane) will run just as well, or sometimes better, on lower 95 RON fuel (premium unleaded) after Broquet is installed. These are engines that would typically have required the engine timing to be retarded to avoid pinking which, in itself, would have resulted in performance loss and reduced economy.

Another example is use in many engines - Volvos particularly - that have too high a compression to run well on 95 octane. Again we find that Broquet will allow them to run perfectly without the need to reduce the compression (by fitting double gaskets which is the "official" way of converting them).

2000 Broquet units have recently been supplied to a company that imports sports saloons to overcome huge problems they were having when they tried to run them on European specification 95 RON fuel as they were set up for 98 -100 octane.

I am also cautious about quoting actual number increases because of the complexity and changing nature of fuel. MON (Motor Octane Number) is also an issue as well as huge variations in the make up of fuel even blended by the same manufacturer.

I hope this helps but please get back to me if you need anything more specific.

Best regards, David Lock

I have just acquired a BMW 528i (old shape, 1986 with 85k miles) and it appears to run very well on LRP but I am aware of both the expense and also the potential long term damage to the engine.

I have 2 questions as follows:

1. Is it possible to easily convert the BMW (I hear some later models can be instantly converted)?
2. If the answer to question 1 is NO, then which Broquet product should I consider?

Thank you in anticipation of your response(s).

Nick B

I believe that converting your '86 528i would mean a de-tuning exercise, the fitting of a different exhaust manifold and resetting ECU. The engine would not run as as well after de-tuning as she did on 4-Star.

She may run well on LRP but there is a risk that you may run into problems using LRP in the medium term and, of course, it is expensive.

I would suggest the introduction of an 8-pellet in-tank Broquet unit at a total cost of £74.85 inc VAT and p/p.

This would allow you to run perfectly on cheaper unleaded with no adjuistments required and giving you a cost saving of around 50 - 60 pence per gallon bearing in mind cheaper cost of unleaded and a modest economy improvement that Broquet will bring.

I hope this helps.
Best regards, David Lock

I've just found the site and read the various emails. I hope the following info proves helpful to somebody.

I fitted a tank unit to my Fiesta 1800 diesel. Acceleration improved immediately, the black smoke on start up or under hard acceleration disappeared and the engine ran much smoother. A MPG check revealed a small improvement but I guess this is due to me preferring to use the extra power instead.

A recent M.O.T. showed the exhaust emissions to be the cleanest of any diesel the garage have ever tested! The engine now has 108k on it and it's running better than new.

My garage proprietor, whom I know well, keeps me informed of other vehicles he has converted to Broquet. We now have a little Reliant Robin 'whizzing' around the area given a hard time to even quite sporty cars! The power improvements on this vehicle have been described by the workshop mechanics as 'incredible'. Another car is a one owner Triumph Dolomite 1800. After fitting a Broquet the engine runs and idles like a kitten. The owner reports it has never been this good, even when new.

Another owner of a rather long-in-the-tooth BMW 7 series received a call from the workshop to say that due to upper engine wear they couldn't get the exhaust emissions down to legal levels and it would fail the M.O.T. The options were a engine top-end rebuild costing several hundreds of pounds (owner nearly faints!) or try a Broquet! A fitted tank unit brought the emissions down to legal limits almost immediately. The owner, now happy, knows he is on borrowed time before the engine fails but at least he still has transport.

A friend of mine tried to pop a Broquet into the tank of his Toyota Carina but it caught on a sharp bend of the filler pipe. In spite of the unit being trapped above the fuel level line he reports improved power and smoothness even though the fuel only washes over the unit when filling up.

So impressed have I been with my Fiesta diesel’s improvements, and stories like the above that I have now fitted another tank unit to my Sunbeam Lotus. This was a big decision. Being a large 2.2 litre16 valve motor, seat replacements would be a very expensive option indeed as would having to rebuild the head due to VSR. The comprehensive guarantee that comes with the unit gave me the extra little bit of confidence to use Broquet. Fitting a unit in the tank instantly smoothed out idle and running and I am now using unleaded which at 24 m.p.g. is saving me a fortune! The Lotus runs as well as ever and at 108k miles feels like it will go on forever.

I recently popped in to my local garage for a chat and asked how Broquet was selling as we came up to the year 2000 and the abolishing of 4 star? 'Very well' I was told, we have had six regular customers in complaining of very poor running (pinking, poor starting, rough running and running-on) using Lead Replacement Petrol! Each had to be thoroughly flushed out and a Broquet was fitted instead.

I have also fitted a tank unit to my wife's 2.0 Ltr Nissan Prairie. This runs on unleaded anyway but I was hoping to improve MPG and smoothness. Strangely, as yet there has been no noticeable change to the performance or changes to emissions. I suppose the message here is that the more efficient the engine the less marked will be the effect of Broquet.

For anyone who reads this might I just make a point about how I Broquet works. I am not a fuel chemist but I have tried to read up on the science of fuel catalysts.

Firstly, as your brochure says this it not new technology. The Ruskies were exploiting catalysts before Mr. Broquet got involved. The petroleum producers use catalysts as part of their fuel treatment process. They used to use Platinum as the catalyst but this became far to expensive and too much capital was tied up in treatment beds. Tin was substitute and does a very reasonable job.

Why use catalysts? Petroleum is an inherently unstable combination of hydrocarbons and Naphines and other volatile things. Left to it's own devices the concoction undergoes rapid degradation i.e. separation due to gravity, evaporation of the more volatile substances to air and the gradual 'failing' of molecular chains of hydrocarbon chemicals. If too many molecular chains break you end up with a poor quality fuel. The catalyst treatment, as far as I can gather, has the effect of increasing the polarity charges of the various molecules in the fuel thereby strengthening the molecular bonds meaning stronger chains. This gives fuel stability during transport and storage and a more efficient combustion.

Combustion as we know is really a very rapid burning process. The flame burns away from the point of ignition across the chamber in a manner dictated by the engine's design. Complete linked chains of hydrocarbons etc burn very efficiently and completely producing the natural waste products like water, sulphur, Co2 etc. When the flame engulfs poorly linked chains it burns very inefficiently leaving lots of straggly chemical bits and pieces to flow out of the exhaust pipe and bump your emissions up.

Another feature of inefficient burning is erratic flame travel across the combustion chamber which can produce local 'hot spots' (often very hot and very high pressure) which can cause 'pinking' and produces much less power from the fuel. When catalysed fuel burns, it does so 'progressively' as the engine designer intended. There is optimum power output from the fuel, the flame front runs evenly across the piston crown (producing smoother power delivery) and the overall temperature is cooler.

I don't expect to take up all the space on your site but feel free to chop this around any way your choose if you want to post it.

regards

Phil Baskerville

Many thanks indeed for taking so much trouble to post your message about your experiences with Broquet and other comments.

Just a couple of thoughts.

The Carina - stuck in filler pipe. The unit really should be in the tank and I wondered if there was a coupling that joined the filler to the tank?? If there was then it might be worth removing and trying to locate the Broquet unit and get it into the tank itself. It may be stuck down at this bottom end.

Lead Replacement Petrol. Your comments bear out what we hear on a daily basis from motorists and garages. Many cars just don't get on with LRP at all.

The Prairie. Does this have an exhaust 'cat? If so you may not notice much change to emissions but I would hope that the mpg would improve slightly. Hopefully this may show up in time. I note your comments about Broquet perhaps not offering so much benefit on newer efficient engines but we would expect an improvement to be noticed.

Nature of Catalysts. Thank you for your contribution to the debate. I don't think you are far off the mark in much of what you say and in 2000 we shall continue to try and unravel some of the mysteries of the product. We are currently in discussions with a top combustion engineer in a UK university but it is a long (and expensive) process.

My thanks again for your interesting contribution to the Broquet debate. I get fed up with the "I haven't actually tried it but I am sure it doesn't work" attitude which is why it is so helpful to have real feed back -good and bad! - from people actually using the technology.

Best wishes for 2000.

David Lock

You can be 110% confident with Broquet and I say this as someone who has been supplying Broquet for more than 10 years to, literally, thousands of cars of just about every description without problems.

Many individual "leaded-only" engines have completed 100,000 unleaded miles after installation of Broquet and your 164 will probably run better than ever even after the switch to unleaded.

For peace of mind you get a full engine damage Warranty but I think your best assurance is Broquet's use all over the world in 100,000 plus engines which have collectively covered in excess of 1 billion miles unleaded Broquet miles.

Hope this helps.
Best regards, David Lock

The time for action is upon us and we are looking for detail about the Broquet as follows

Volvo 240 2.3 litre 1979
Proposal: fit in-line Broquet

1. What is the difference between the replacement fuel components in LRP and the replacement fuel components in the Broquet Catalyst?

2. If using a Broquet fitted vehicle for more than the stated 250,000 miles could a replacement Broquet be fitted or would the engine need reworking?

3. If using a Broquet what would be the effect on bearings?

4. It has been stated that towing, motorway driving or high speed motoring are not recommended on LRP. Does this also apply to the Broquet?

5. What is the effect of the Broquet on normal carbon seal build-up?

6. By what means and to what extent will the Broquet alter the vehicles fuel mileage?

7. Are you absolutely certain about no valve seat recession? In all circumstances?

Triumph Bonneville T140ES 750 cc 1981
Proposal: fit in-tank Broquet pellets
As 1 to 7 above,
note this vehicle is still running in after a complete top-end rebuild including rebore and pistons.
Vauxhall Astra Estate 1.7 Diesel 1991
Proposal: fit in-tank Broquet pellets

As 1 to 7 above,
note this vehicle had a complete engine rebuild 15,000 miles ago,including pump and injectors.
Vauxhall 1.6 Cavalier with Catalytic Converter
Proposal: fit in-tank Broquet pellets

As 1 to 7 above,
also how will Broquet help the existing Cat?
If you can find time to answer any of the above questions I'd be really grateful.

Yours sincerely
Richard

Have just received your message and will reply as per your numbered points as:
1) Broquet works on a totally different principle from LRP. It is not adding an additive in a physical sense but rather improves the actual combustion of fuel. BTW for the Volvo 240 you would need a 140 bhp in-line unit at pounds £148 inc if this has the B23E engine which is 136 bhp. Otherwise a 120 bhp unit at pounds £131.55 inc if the B23A or B230A or K.

2) Yes you could fit a replacement after 250,000 miles. I have just taken a tank unit out of our test Mini and it still looks like new after 12 years use.

3) I don't understand this question. What is connection between bearings and combustion zone? One point being that lube oil will stay cleaner so this can only help.

4) No. Broquet can be used in all normal driving conditions including motorway and towing (and frequently is).

5) Broquet will gradually result in a decarbonising effect which is beneficial.

6) Assume you mean economy changes? Every engine is different but around 7% is a typical improvement. See customer comments pages on site on this subject.

7) Yes. No VSR in all normal driving conditions in UK and Europe. See the fast Triumph Stag in our picture gallery. This is a leaded Chevy engine which burns around the Nurburgring at 8,200 rpm (about 180 mhp) all on unleaded with Broquet without problems. But don't try this yourself ;-)

Tri T140. Use 1 x 4-pellet in-tank or 2 x 2-pellets for one to go each side of saddle in tank.

Astra Diesel. 1 x 8-pellet in tank unit.

Cav with 'cat. 1 x 6-pellet unit. Broquet reduces emissions before they hit the 'cat and will thus prolong its life.

Hope this helps.
Best regards, David Lock

Thanks for message.

If you have a standard tank then you would require 1 number 5-pellet unit.

However if tank is "split" with a saddle type arrangment and perhaps twin taps then we need to think about splitting the 5-pellet unit into two and having half each side of the tank. The point is that we need to avoid situation where you may be using fuel which has not been in contact with the catalyst.

We can't split 5 into two so you would need 2 x 3-pellet units (one each side of tank).

If you are happy that fuel splashes around tank most of the time then stay with the single 5-pellet unit.

We do not now insist on 500 mile run-in period on leaded. However please note that we are unhappy about use of lead replacement petrol which has caused major problems in Sweden since its introduction in 1991.

I would avoid LRP and either stay with leaded as long as its around or use Broquet and unleaded. If you start soon with Broquet it will have paid for itself by 01/01/00 and your bike will be running sweetly!

Hope this helps.

Best regards, David Lock

The car I wish to add your system to is laid up over the winter months. Would this be a problem with the unit in the tank method or would I be better to use the in-line system to treat the fuel as I use it.

Thanks for message.

I would opt for the in-tank which is less expensive and will not "overdose" the fuel during a lay up period. In fact Broquet will help slow down the gradual degradation of fuel in the tank and the engine will start that little bit more easily when you start her up in the Spring.

I hope this helps.

Best regards, David Lock

I hope this helps. Please mail me if anything else is required.

Best regards, David Lock
david@broquetREMOVE_SPAM.co.uk
www.broquet.co.uk
Tel: 44 (0) 1903 745441 Fax: 44 (0) 1903 741130

Thanks for message.

Both in-tank units and in-lines are equally effective. We usually provide in-tanks for cars and bikes and in-lines for larger trucks, boats etc. We have provided both in-tank and in-lines for Volvos. Reason for purchase of an in-line rather than in-tank would be personal preference or if it is suspected that in-tank installation is particularly difficult or for special reasons such as twin tanks.

The in-lines are more expensive and, all things being equal (which they never are!), I would usually suggest an in-tank unit.

Most 240s have a breather pipe in the filler which makes entry via the filler a risky business. Underneath the vehicle there is usualy a rubber gaiter that joins the bottom of the filler to the side of the tank. Sometimes a bit fiddley to access but this is one option. The other, as Bob says, is to access the tank via the sender unit and there will be an access to this within the vehicle. This is probably your best bet; the only objection might be that the sender hasn't been disturbed for years and it might be worth investigating in a new gasket.

Back to in-lines. We do a complete range of sizes from 60 bhp upwards. I keep prices off my web site as they are a nuisance to mail overseas.

In-line prices as follows:

Up to 60 bhp 77.20
Up to 100 bhp 93.65
Up to 120 bhp 110.10
Up to 140 bhp 126.55
Etc etc

Above prices include VAT but add 5.00 per complete order for p/p.

In-tank you would require 8-pellet unit at 72.85 plus 2.00 p/p.

Re differences in pinking. One just can't give a single answer to this. As you suggest every engine is different - even for the same model. Fuels are different, driving styles are different and there are at least a dozen reasons why an engine may tend to pink. Of course every motorist has a different opinion on level of pinking!

As I suspect you know the 240 has too high a compression for 95 octane and (without Broquet) would require an extra head gasket and deeper water pump seal. This is a hopeless option and totally unnecessary with Broquet installed. The reality of Broquet is that engines usually run slightly better despite switching from a decent 4-Star leaded to 95 RON unleaded.

Please have a look at the comments sheet from Volvo owners using Broquet on our web site as link below.

I hope this helps.

Best regards, David Lock
david@broquetREMOVE_SPAM.co.uk
www.broquet.co.uk

Tel: 44 (0) 1903 745441 Fax: 44 (0) 1973 741130

( I live in Bolton) It is now fitted and saving me approx. 1.60 per week just in purchases of petrol. I have no idea about the MPG saving nor do I care as I have to do the mileage I do at a snails pace ( cyclists regularly overtake!)and I can't be bothered, let alone remember, to log the MPG . I also feel it really wouldn't be a true reading given the slow driving speed.
However,
I had my 1984 MK1 Astra serviced at the time of fitting the Broquet and I continued to use four star for the next 500 miles, it ran like a tank basically because the engine was tuned to run on unleaded. When I first put unleaded in, the difference was immediate , the car has run smoothly with no pinking, coughing, spluttering or anything else.
I am only disappointed that I had not discovered the Broquet earlier.
My mechanic has kept one of you brochures and has passed photocopies on to various people who have been amazed that the Broquet solution exists but very impressed at the same time. I hope you get more orders.
Best wishes
David Egan.

Hi Ken,

Thank for adding to Guest Book.

Re Mechanism for valve seat recession.

I agree with you up to some extent but I think the key point you are missing is the role heat plays in VSR. Unleaded engines run a lot hotter and it is this excess heat which carries a risk of damage to valve seats.

With Broquet in the fuel system the engine runs more coolly and risk of damage to valve seats is totally eliminated. Part of the protective role of lead is certainly to transfer heat away from the seats.

There are many other factors associated with VSR such as how the vehicle is driven, valve rotation and, of course, condition of the engine (e.g. a clogged up cooling system can lead to overheating and valve problems).

You question the long term protection offered by Broquet. I think you need to look at what Broquet has actually achieved in the last decade. Thousands of motorists have been using Broquet for many years and, individually, for tens of thousands of miles. Many of these have completed 100,000 plus on unleaded since installing Broquet and a few have completed 200,000 miles. Many of these are Rover "A" series engines which are known to be susceptible to unleaded damage. I think it would be unreasonable to suggest that lead memory effect could have kept these engines running without damage for these sorts of mileages. Total mileage covered by "Broquet Cars" is around 1 billion.

In addition many fleet users have conducted extensive trials and stripped down engines to look for VSR but is just doesn't happen or even begin to happen. This has included ambulance services using Broquet in leaded-only engines (some years ago) which were driven hard and heavily laden - conditions likely to exacerbate the risk of engine damage using unleaded - but they ran perfectly on unleaded without a sign of any long term damage.

I would actually go further and say that there is increasing evidence that Broquet actually helps extend the life of engines - even after switching to a poorer quality fuel. We know from experience in marine engines that one result of using Broquet is significantly cleaner lube oil which, of course, can only be beneficial for an engine.

I wouldn't even know how to remove a message from the guest book as the site is run by a pal although I would ask him to remove anything insulting or obviously mischievous. I am more than happy for proper debate to take place - we have nothing to hide. We don't have all the answers but are getting there !

Hope this helps.

Best regards, David Lock