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Hahahaha.Quote:
Originally Posted by Tombie
I was once asked by a checkout chick how they got the milk from rice to make the carton of rice milk I was buying.
"First you start with a very low stool"
The little old lady behind me nearly wet herself laughing, the checkout chick went "huh ?" :D
and just for the record I still use Redlines RL2 commercial engine diesel 'conditioner' occasionally as at least it has a fair bit of legitimate, verified testing behind it, but I'm under no illusions that I can feel anything different in any of our diesels.
no requirement to, its a lite milk. just turn the lizard upside down then milk it under the upturned bucket, centrifigual force takes care of the rest.Quote:
Originally Posted by Tombie
Based on the "more is better" theory that modern man survives on, if I run my car on straight 2 stroke, add all of the cleaners, performance enhancers, system cleaners etc I can find, along with my hyclone & my Power Chip, I should be able to capture the diesel from my exhaust that it would produce, and it would be as pure as a new born lamb...
:angel:
:wasntme:
BTW - just for the record.... I tried the 2 stroke in my car for about 12 months, keeping records of fuel consumption. I PERSONALLY did not notice any difference at all. But, that is just MY experience, using a range of fuels.
The opinions of this poster are those made by this poster, and in no way reflect the opinions of others, including but not limited to, the owner and other users of this forum, any qualified or bush mechanic, vehicle manufacturers, fuel supplier, oil driller, mean mongrel of a whale hunter, boy scout, girl guide, little old lady, my local priest, the guy next door with a bad back, my milkman, or the guy ripping up my street to rebuild it... :D
Some more quantitative research...
Addition of BioD improved Lubricity in this study.
However, before you go adding Bio:Quote:
Enhancing the lubricity of an environmentally friendly Swedish diesel fuel MK1
Author(s): Sukjit, E (Sukjit, E.)1; Dearn, KD (Dearn, K. D.)1
Source: WEAR Volume: 271 Issue: 9-10 Special Issue: SI Pages: 1772-1777 DOI: 10.1016/j.wear.2010.12.088 Published: JUL 29 2011
Times Cited: 0 (from Web of Science)
Cited References: 21 [ view related records ] Citation MapCitation Map
Conference: 18th International Conference on Wear of Materials (WOM) Location: Philadelphia, PA Date: APR 03-07, 2011
Abstract: The lubricity of diesel fuel has a direct effect on the service life of the fuel injection equipment, and when alternative fuels are specified, is of vital importance. One such fuel is the Swedish diesel fuel, MK1 which contains low levels of sulphur and low lubricity. This paper investigated the use of ultra low sulphur diesel (ULSD) and fatty acid methyl esters derived from rapeseed (RME) blends to improve MK1 lubricity. Fuel lubricity was assessed using a high frequency reciprocating rig. The wear scar diameter of the ball specimen was measured using optical microscopy while the wear profile and surface roughness of the disc were analysed using a profilometer. Scanning electron microscopy with an energy dispersive spectrometer was used to evaluate the microscopic topography and chemical compositions of the surfaces. Results confirm that MK1 has poor lubricity when compared to other base fuels. Of the blended fuels. ULSD showed little improvement. However, a small percentage of RME improved the lubricity of both the pure MK1 and the blends. Analysis of the worn surfaces indicated that chemical compositions of MK1 did not adsorb and react as well when compared with those of ULSD. RME and selected blended fuels. (C) 2011 Elsevier B.V. All rights reserved.
However on the wear/lubricity front. On average, Bio is better than petro-diesel (from the paper above):Quote:
Compatibility of automotive materials in biodiesel: A review
Author(s): Haseeb, ASMA (Haseeb, A. S. M. A.)1; Fazal, MA (Fazal, M. A.)1; Jahirul, MI (Jahirul, M. I.)1; Masjuki, HH (Masjuki, H. H.)1
Source: FUEL Volume: 90 Issue: 3 Pages: 922-931 DOI: 10.1016/j.fuel.2010.10.042 Published: MAR 2011
Times Cited: 2 (from Web of Science)
Cited References: 81 [ view related records ] Citation MapCitation Map
Abstract: Use of biodiesel in automobile can significantly reduce our dependence of fossil fuel and help reduce environmental pollution. However, there are concerns over the compatibility of currently used automotive materials in biodiesel. A few automobile manufacturers extended their warranty only to lower blends of biodiesel (e. g. B5). Higher blends (e. g. B50 or B100) are still not covered by warranty. In automobile fuel system, metallic materials like ferrous alloy and non-ferrous alloys, and elastomers come in contact with fuel. Biodiesel, having different chemical characteristics from diesel, can interact with materials in a different way. It can cause corrosive and tribological attack on metallic components and degrade elastomer parts. This paper attempts to present an overview of the work done so far on the compatibility of biodiesel with automotive materials. (C) 2010 Elsevier Ltd. All rights reserved.
Accession Number: WOS:000287476000002
Quote:
Table 4. Static engine test results on wear in biodiesel as compared with diesel.
Biodiesel Sources Engine operation hours Wear elements Ref.
Al Cr Cu Fe Pb
B100 Ethyl soyate 200 H L H L H Clark et al. [42]
B100 Methyl soyate 200 L S L L H
B20 Rapeseed 512 L L L L L Agarwal et al. [61]
B100 Rapeseed 1000 L L – L L Peterson et al. [68]
B50 Rapeseed 1000 L L – L L
B100 Palm oil 1000 H H H S H Prateepchaikul and Apichato [64]
B7.5 Palm oil 100 L – L L L Kalam and Masjuki [70]
B15 Palm oil 100 L – L L L
H = Higher, L = Lower, S = Similar wear, compared to that in diesel.
I know TD5s are not commonrail, however:Quote:
Characterization of the lubricity of bio-oil/diesel fuel blends by high frequency reciprocating test rig
Author(s): Xu, YF (Xu, Yufu)1,2; Wang, QJ (Wang, Qiongjie)2; Hu, XG (Hu, Xianguo)1,2; Li, C (Li, Chuan)2; Zhu, XF (Zhu, Xifeng)3
Source: ENERGY Volume: 35 Issue: 1 Pages: 283-287 DOI: 10.1016/j.energy.2009.09.020 Published: JAN 2010
Times Cited: 5 (from Web of Science)
Cited References: 17 [ view related records ] Citation MapCitation Map
Abstract: The diesel fuel was mixed with the rice husk bio-oil using some emulsifiers based on the theory of Hydrophile-Lipophile Balance (HLB). The lubricity of the bio-oil/diesel fuel blend was studied on a High Frequency Reciprocating Test Rig (HFRR) according to ASTM D 6079-2004. The microscopic topography and chemical composition on the worn surface were analyzed respectively using scanning electron microscopy (SEM) and energy dispersive spectrometer (EDS). The profile and surface roughness of the rubbed trace were measured using a profilometer. The chemical group and composition were studied by a Fourier transform infrared spectrometry (FTIR). The results showed that the lubrication ability of the present fuel blend was better than that of the Chinese conventional diesel fuel (number zero). However, the anti-corrosion and anti-wear properties of the fuel blend were not satisfactory in comparison with those of conventional diesel fuel. (C) 2009 Elsevier Ltd. All rights reserved.
EDIT, another...Quote:
Effect of Fuel Temperature on Performance and Emissions of a Common Rail Diesel Engine Operating with Rapeseed Methyl Ester (RME)
Date Published: 2009-06-15
Paper Number: 2009-01-1896
DOI: 10.4271/2009-01-1896
Citation:
Mamat, R., Abdullah, N., Xu, H., Wyszynski, M. et al., "Effect of Fuel Temperature on Performance and Emissions of a Common Rail Diesel Engine Operating with Rapeseed Methyl Ester (RME)," SAE Technical Paper 2009-01-1896, 2009, doi:10.4271/2009-01-1896.
Author(s):
Rizalman Mamat - Univ. of Birmingham
Nik Rosli Abdullah - Univ. of Birmingham
Hongming Xu - Univ. of Birmingham
Miroslaw L. Wyszynski - Univ. of Birmingham
Athanasios Tsolakis - Univ. of Birmingham
Abstract:
The paper presents analysis of performance and emission characteristics of a common rail diesel engine operating with RME, with and without EGR. In both cases, the RME fuel was pre-heated in a heat exchanger to control its temperature before being pumped to the common rail. The studied parameters include the in-cylinder pressure history, rate of heat release, mass fraction burned, and exhaust emissions. The results show that when the fuel temperature increases and the engine is operated without EGR, the brake specific fuel consumption (bsfc) decreases, engine efficiency increases and NOx emission slightly decreases. However, when EGR is used while fuel temperature is increased, the bsfc and engine efficiency is independent of fuel temperature while NOx slightly increases.
Quote:
Technical and economic analysis of the problems observed in diesel engines with common rail injection systems in Turkey
Author(s): Karamangil, MI (Karamangil, M. Ihsan)1; Erkus, B (Erkus, Baris)1; Kaynakli, O (Kaynakli, Omer)1; Surmen, A (Surmen, Ali)1
Source: ENERGY EDUCATION SCIENCE AND TECHNOLOGY PART A-ENERGY SCIENCE AND RESEARCH Volume: 28 Issue: 2 Pages: 563-576 Published: JAN 2012
Times Cited: 0 (from Web of Science)
Cited References: 54 [ view related records ] Citation MapCitation Map
Abstract: The ultimate goal of automotive manufacturers is the development of more powerful, economical and environmentally friend internal combustion engines. Also of note is the importance of noise reduction by increasing the fuel injection pressure to unsatisfactory levels. Obviously, higher injection pressures require materials of higher strength and lower production tolerances. However, one of the main issues regarding the use of these high-pressure fuel systems is their dependency on fuel quality. Therefore, concurrent efforts to improve diesel fuel quality are supremely important. In this study, we discuss the earliest engine problems commonly encountered in new generation diesel engines and their economical consequences for vehicle owners and the Turkish automotive market. We found that most of the problems in connection with the Common Rail (CR) systems emerged from inadequate fuel quality. In Turkey did not proceed at the same rate as the increase in diesel vehicle sales, because the improvement of fuel quality. Other reasons for the problems include faulty operation, lack of necessary knowledge particular to CR technology and late response to a problem by the drivers.
Accession Number: WOS:000297087600006
Quote:
Originally Posted by Basil135
2SO is not for lowering your consumption. I use 2SO to enhance the lubricity of the diesel and to prevent coking of injectors, EGR, etc, and because the diesel in SA and surrounding countries is sometimes diluted with parrafin and may be dirty.
If you start using 2SO on an old TD, you MAY see a slight improvement in consumption once the 2SO has cleaned the internals.
I used 2SO in my previous D2 Td5 AT - quicker startup in winter, smoother idle, smoother gearchanges.
Currently I use 2SO in my Audi 2.0 TDi (PD) - quicker startup in winter, smoother idle, less smoke; and in my Puma - smoother idle, less clattering.
Hi All,
I seem to have a mental block. I can't seem to get my head around the formula for the 200:1.
Can someone please either give me a push towards working it out, or, how much do I put in. My tank is 95lt.
Cheers.
.47 of a litre. Remember, when you fill up next time you are unlikely to put in 95 litres. just divide the amount of fuel you put in by 200.Quote:
Originally Posted by ZippoParis
No-way!Quote:
Originally Posted by amtravic1
Too easy.
Thank you.
Hahaha,Quote:
Originally Posted by ZippoParis
I wanted to ask the same question, but didn't want to **** these guys off as I thought it to be silly. I will be taking on the recommendations and trying this.
A TD5 Series II is a 92lt tank?
What amount would a 200:1 ratio of 2 stroke be against a standard TD5 II.
Many thanks in advance