The patented SuperFlush technology uses a scientifically sophisticated yet practical feedback responsive control and metering system to flush salt and minerals from the internal components of marine engines more effectively and conveniently than any conventional method. The system uses an extremely effective multi-point injection strategy, and a technology known as “Proportionally Directed Overfill Back Flush” to achieve incomparable results in a convenient and user-friendly environment, which through ease of use will facilitate operation.

On engines which are raw or seawater cooled, the unit receives water through a quick disconnect fitting on a regular garden hose and enters the engine on each side of the thermostat(s) through fittings installed on the engine replacing plugs that are already in the engine or by tapping into hoses normally installed on the engines.

On engines, which are equipped with a closed cooling system, the system is configured to effectively flush the components that are most at risk from the damaging combination of sea water and heat. Heat increases the causticity of seawater by a factor or 3 at 160 degrees Fahrenheit and adds to the buildup of potassium, magnesium and sodium residues inside the engine cooling subsystems.

To maximize the benefits of the SuperFlush* System the engine is not run during flushing as research indicates this to be counter productive. On some engines conventional flushing may actually do more harm than good. Due to the limited volume of available water and the high capacity of the modern marine engine pumping systems, engine cavity and exhaust components are not completely filling with water, leaving upper reaches of these subsystems dry, and with much higher than normal temperatures.

The casting marks, seams, transitional areas of uneven thickness and any 90 degree or greater bend in the coolant flow channels in modern marine engines of all types are all natural attractors for salt build-up, which seems to proceed in a roughly geometrical progression once started.

When salt build-up occurs, it effectively creates an isolation boundary layer that blocks the dissipation or radiation of heat. When this happens, hot spots occur which cause thermal stress and/or shock  - which rapidly lead to failure.  It was also determined that up to 90% of impeller wear (on systems using centrifugal style neoprene based impellers) occurred during engine flushing. Not surprising, considering the pump requirements vs. the available supply, the SuperFlush System overcomes these problems and others with a combination of events:

1. The engine is not run with the SuperFlush System, so no heat is generated to create hot spots.

2. The metering components of the SuperFlush System constantly adjusts the output levels of all injection points, insuring continuous pressure and volume levels in all the engine subsystems (water transfer systems, heat exchange systems, raw water pumps, circulating pumps, engine block and heads, and manifold systems).

3. The SuperFlush System sends hydrostatic shock pulses through the engine cavities and subsystems at between 300 – 1540 times per minute, depending upon the application.

**Corrosion refers to marine saltwater corrosion and saltwater marine corrosion control