Tdv6

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Originally Posted by Sollidisc

My wife was driving both times, hence the cruise on and flat out up a hill.....but she maintained no loss of power. She did hear the service manager mention corrosion and that is when landrover said new turbo.

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I believe this is an external corrosion problem, possible wastegate related IIRC.

Tombie I think it's more an issue of the fuel companies having to reach emissions targets - this is the reason sulphur content has reduced drastically in modern diesel fuel - sulphur is useful when combined with a few other light metals in lubricating the components of the fuel system, especially the HPFP.

Apparently certain techniques for reducing sulphur also strip the lubricity from diesel fuel. It would seem reasonable that using a substitute lubricant like 2T would reduce the possibility of fuel pump failure due to poor lubrication.

At the end of the day the fuel companies are out to make $$$ and there would have to be a raft of certifications that their product would have to undergo in order to prove that using 2T in their fuel would be advantageous and not in any way damaging to the environment. I doubt they would bother unless pressed to by external factors (competition, etc).

Sollidisc, Hi, back to Turbos for the moment. Do you know if you body had to be raised from is chassis, in order to change your Turbo?
My SDV6 has been in garage for a loss of power problem, with car going into 'Limp Home' mode, absolutely 'Gutless'.
Twenty days later, and after much investigation, they have been authorised to change Primary Turbo, and I have been advised that the body will have to be lifted.
I'm just trying to estimate how long the job will take, when commenced.
Don.

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Originally Posted by Rich84

Tombie I think it's more an issue of the fuel companies having to reach emissions targets - this is the reason sulphur content has reduced drastically in modern diesel fuel - sulphur is useful when combined with a few other light metals in lubricating the components of the fuel system, especially the HPFP.

Apparently certain techniques for reducing sulphur also strip the lubricity from diesel fuel. It would seem reasonable that using a substitute lubricant like 2T would reduce the possibility of fuel pump failure due to poor lubrication.

At the end of the day the fuel companies are out to make $$$ and there would have to be a raft of certifications that their product would have to undergo in order to prove that using 2T in their fuel would be advantageous and not in any way damaging to the environment. I doubt they would bother unless pressed to by external factors (competition, etc).

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Hi mate!

The HPFP were designed for Low Sulphur diesel... In fact, modern diesel engines required low sulphur before they could run the modern systems.

Whilst some lubrication properties *may* be lost during the process, there is still more than enough to maintain the pumps etc... I haven't seen any metal to metal pick up on the ones I've seen stripped.
:)

I thought I posted up a reply on sulphur, aromatics and lubrication the other day but it aint here now ?

Oh well.

Long story short, lubricant is added at the terminal to meet the minimum Oz spec for diesel which is a wear scar standard. (and the same as Europe)
At a wild guess it was based on the old 500PPM sulphur fuel lubricity.

Sulphur per se isn't a lubricant, it's a contaminant, (although sulphur-phosphorous compounds can be brilliant EP lubricants under heat/pressure) but the process that removes the sulphur also removes some of the aromatic compounds that provide lubricity, so a lubricant is added at the terminal, before we get it.

Hi Rick,

So what is your opinion on the adding Jaso FC rated 2-stroke oil at very low volumes to diesel?

Is it a good idea or not?

One thing that confuses me some what is all the advice not to add synthetic oil as they reckon it causes carbon build up. When synthetic oil was actually created to stop carbon/soot build up.

By the way there is no reason I can see why your earlier post has disappeared.

Terry from what I can gather the reasoning against synthetic is more to do with the synthetic oil not staying in suspension with the fuel as well as mineral oil.

This thread and subsequent posts by Yamaha-fan back in 2007 seems to be the source of the discussion on this over the past few years. She provides very technical arguments for the use of 2T oil in diesel. She explains about herself:

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you may have noticed that I am very interested in oils and its derivates as long as this relates to cars.
I am not a chemist or engineer, only a lawyer who works mostly for the car and oil industry, and in this capacitiy I hear, read and negotiate many technical issues. I have specialized in international contracting and its applicable laws incl. warranty and guarantee issues.

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It is well worth a read:

Freel2.com - View topic - 2-stroke oil and diesel

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Originally Posted by SBD4

This thread and subsequent posts by Yamaha-fan back in 2007 seems to be the source of the discussion on this over the past few years. She provides very technical arguments for the use of 2T oil in diesel. She explains about herself:



It is well worth a read:

Freel2.com - View topic - 2-stroke oil and diesel

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Already at the 2nd line she is completely wrong!

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Sulphur has the property to grease the high pressure injection pump and the injectors.

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Just goes to show lawyers shouldn't try their hand at engineering.

No injection pumps on common rail diesels like the TDV6 or TD5 for that matter so that is a pointless exercise.