Thread: Fuel additive for TD5

Originally Posted by Pinelli

because this would make it more expensive per litre, and most folk would still buy by price at the bowser, not by long term economies.

Is it time perhaps to let this thread rest? Plenty of info for everyone to read and make their own mind up about.

Rubbish....

It's because it doesn't work...

They add a lubricity product, they add anti-foam. They add detergents...
$0.0005 worth of "2-stroke" per litre, if it gave them a marketting and sales edge would be promoted.

BP did with it's "ultimate diesel"

The ultimate economy gains are a combination of:
2 stroke added to tank, through a polariser, dual hiclone set up, breathing through twin K&N filters and exhaling via a twin 6" truck stack.

(That bit was sarcasm you realise)

Originally Posted by Tombie

Based on that thinking...

Facebook must be the only way to communicate
Nissan Silvia are the single best vehicle made.
DCDC chargers are the only way to charge batteries in a vehicle

How about this thought...

If it was as simple as 400mls of 2 stroke don't you think it would be added at the refinery?

And yes, road based testing has too many variables to be taken seriously.

But that's ok.... You can still put 2 stoke in your tank.
We won't stop you. You're allowed to!

But how can adding $10.00 worth of oil be a benefit to economy savings of 5-8 litres of fuel?

Tombie

if you are paying $10 for 400ml of 2 stroke, then I'm glad that I haven't paid for your services

PS, by your statement about improvements in economy, it appears that you agree that there are benefits of adding 2 stroke oil to diesel fuel(no sarcasm intended)

Cheers, Jason

No - I think it's a complete bloody waste of time...

And wouldn't bother.

I've seen bigger effects just from different fuel stations and the same station on different days (deliveries).

Also perform differently at different altitudes... My vehicle runs very different at home to Canberra.



"Where the Desert meets the Sea"
'Did I mention some great 4WDriving is just 5 minutes from home?'

Originally Posted by Tombie

The ultimate economy gains are a combination of:
2 stroke added to tank, through a polariser, dual hiclone set up, breathing through twin K&N filters and exhaling via a twin 6" truck stack.

Brave man - you said the 'H' word!

Couldn't get a picture, but I came across a Mazda Bravo last week with what must have been a 5" exhaust

I mean, if you've got that much spare cash to spend on ridiculous mods, why buy a Bravo????

I have never seen an improvement in economy using 2 stroke in my Isuzu Dmax however I know the engine is quieter and has a bit more torque. I only use Caltex fuels unless I get a 20 cent discount voucher from Shell/Coles. People can think what they like, no amount of talk here will change me from using 2 stroke at 200:1. I am old enough, wise enough and have driven enough kms to know what works for me.

Ian

Hi all,

I just realized that, my math is so bad (It's true, it's true. If you don't use it, it goes away).

How exactly does one workout 200:1 ? I understand the 200 parts of fuel to 1 part of 2 stroke. It's the formula for, let's say, 92lt of diesel (That's the Disco 2 tank size, right?), how much 2 stroke?

I'm getting 0.46lt of 2 stroke.

Did I get it? Do I win?

Cheers.

Originally Posted by Disco58

A quick one, is it advisable to run a fuel addative into the TD5 to clean injectors and improve performance? If so, any recommendations??? It's got around 250K on the clock.

2-stroke oil at a 1:200 ratio will do the trick

And now for some real, scientific studies, rather than biased/erroneous (advertising) copy or internet heresay.

Energy Sources, Part A: Recovery, Utilization, and Environmental Effects
Volume 33, Issue 3, 2010
A Study on the Prediction Model for the Lubricity of Hydrogenated Ultra-low Sulfur Diesel Fuel
A Study on the Prediction Model for the Lubricity of Hydrogenated Ultra-low Sulfur Diesel Fuel
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DOI:
10.1080/15567030902842210

B.-H. Linab, B.-X. Shena & J.-G. Zhaoa

pages 254-264
Available online: 23 Oct 2010
Recent concerns over diesel-powered equipments' impact on the environment have driven various countries to legislate for reductions in vehicle exhaust emission levels and to change diesel fuel's quality. For instance, environmental regulations of 2006, which applied in Europe, US, and other countries, limited the emission level to lower than 15 μg/g. The European IV Emission Standard has been implemented since Jan1, 2008, in Beijing to welcome the 2008 Olympic Games. It was regulated that the sulfur content should be controlled to no more than 50 μg/g, which was a sign to indicate that Beijing had moved into European IV Era. Therefore, the low sulfur-content diesel oil was an inevitable trend (Li etal., 2004).
These modifications to diesel fuel quality have been achieved by increasing the use of refining processes, such as hydro-treating or hydro-cracking. However, these processes also tended to reduce the lubricating properties of the fuel. In other words, the desulfurization treatment minimized polyaromatics and polar compounds. Polyaromatics and polar compounds, such as oxygen and nitrogen-containing compounds, were recently known to enhance fuel lubricity (Liu etal., 2007).
The lubricity of diesel fuel has been the subject of a large number of investigations since the introduction of low-sulfur diesel. Diesel pumps were lubricated by the fuel itself and rapid failure was observed as the natural boundary lubricants were removed from the fuel along with the sulfur. These pumps relied on the fuel for lubrication, and the failures were linked directly to the reduced lubricity of low sulfur fuels (Lin etal., 2005).
The lubricity of diesel became more and more important with the inevitable trend of low sulfur diesel in China, which means improving the lubricity of diesel; the assessment of the lubricity of diesel must be used at first in order to improve the lubricity of diesel. ....

Properties and Performance of Levulinate Esters as Diesel Blend Components
Author(s): Christensen, E (Christensen, Earl)1; Williams, A (Williams, Aaron)1; Paul, S (Paul, Stephen)2; Burton, S (Burton, Steve)3; McCormick, RL (McCormick, Robert L.)1
Source: ENERGY & FUELS Volume: 25 Issue: 11 Pages: 5422-5428 DOI: 10.1021/ef201229j Published: NOV 2011
Times Cited: 0 (from Web of Science)
Cited References: 28 [ view related records ] Citation MapCitation Map
Abstract: The properties of ethyl (EL) and n-butyl levulinate (BL), two potential cellulose-derived diesel blend components, were assessed as both neat oxygenates and blends with diesel fuel. The samples tested were produced commercially from cellulose and alcohols but were not reagent-grade samples. They were relatively free of impurities, although EL contained some acidic compounds and both contained parts-per-million levels of calcium. Both esters exhibited a very low cetane number. The melting points of both esters were less than -60 degrees C. The water solubility of EL was 15.2 wt %, while that of BL was only 1.3 wt %. Blends of diesel fuel with EL were found to have an elevated cloud point, despite the extremely low melting point of this compound, because EL separates from diesel fuel as a separate liquid phase at low temperatures. This can be mitigated to some extent by including biodiesel in the blend. BL remained in solution and raised the diesel cloud point only when blended into -45 degrees C cloud point/15% aromatic no. 1 diesel fuel. Both esters were found to significantly increase diesel lubricity and conductivity. The esters were treated with the cetane-enhancing compound 2-ethyl hexyl nitrate and were tested as blends with diesel fuel in a 2008 model year Cummins ISB engine with the measurement of regulated pollutant emissions over the federal heavy duty diesel transient cycle. Fuel chemistry had no effect on tailpipe total hydrocarbons, carbon monoxide, or particulate matter for this diesel oxidation catalyst and particle filter equipped engine. The engine-out smoke number was reduced by 41.3% with a 10% blend of EL (EL10) and reduced by 55% with a blend of 20% BL (BL20). EL10 had no effect on emissions of nitrogen oxides (NO(x)), while BL20 increased NO(x) by 4.6%. Because of the poor solubility of EL in diesel fuel at low temperatures, its use as a diesel blend component will be technically challenging. The low cetane number of both esters can be addressed with cetane improver additives.
Accession Number: WOS:000297001400055

Obtaining of Ashless Additives for Diesel Fuel Impoving the Lubricating, Anticorrosion and Protection Properties
Author(s): Yordanov, DI (Yordanov, D. I.)1; Petkov, PS (Petkov, P. S.)1
Source: PETROLEUM SCIENCE AND TECHNOLOGY Volume: 27 Issue: 15 Pages: 1783-1788 DOI: 10.1080/10916460802686400 Published: 2009
Times Cited: 1 (from Web of Science)
Cited References: 17 [ view related records ] Citation MapCitation Map
Abstract: The production of "ultra pure" diesel fuels is connected with the deterioration of their certain performance characteristics. The lubricating properties of ultra pure diesel fuels are poor; their relative stability worsens; they tend to be corrosion-aggressive toward metal surfaces; and their electrophysical properties sharply deteriorate to increase the possibilities for accumulation of static-electric charge by transportation and feeding into vehicles (Tasheva, Petkov, and Ivanov, 2003; 2004).

These negative properties of the ultra pure diesel fuel are usually overcome by adding special substances to improve their lubricating properties, electric conductivity, and oxidation stability and to eliminate their corrosion aggressiveness.