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_Hybrogen Road
Fuel Addtives

Difference between Hybrogen and AR6900-D

March 21, 2019 Oilem 13 Comments

Fuel additive science is not definite. There are too many influencing factors and differing requirements to be able to produce the “ultimate additive” that universally works for all. What may work well on one engine does not guarantee success on another. This presents the need for different technologies to help match successful functions to that of the engine, fuel and requirements of the user.

This is also why it becomes difficult to recommend the best fuel conditioner for you and also why we supply sample sizes of our most popular products so that you can test and decide which works best for you and your vehicle.

Take Archoil AR6900-D as an example. It delivers a multitude of functions that include fuel stabilisation, anti-foaming, cleaning (via detergents), lubricity (via a lubricant), cetane improver and combustion improvement (via a combustion catalyst). These are all delivered chemically to the fuel and obtaining a balance of functions becomes more of an art form than science because the functions can compete against one another.

Too much lubricity can reduce cleaning performance; too much detergent can reduce combustion catalyst performance; too much cetane improver can negate MPG gains being delivered by the combustion catalyst; and it goes on and on. When you consider that fuels vary in lubricity, cetane # and detergent performance and combine this with the fact that engines responds differently to each of the aforementioned functions it is no wonder it is impossible to achieve a 100% success rate with additive use. However, we can get closer to it than most by offering a range of technologies that offer different functions or deliver similar functions but in a different way.

This is where Oilem Hybrogen enters the arena. Hybrogen is essentially an aggressive dispersant and combustion modifier. It helps clean but through the use of cleaner combustion gases and by reducing surface tension in the fuel system. There is no active detergent. This surface tension reduction also improves lubricity yet there is no active lubricant. It improves combustion quality by manipulating the fuel rather than “treating” it.

We know from testing that some customers prefer AR6900-D, whereas others prefer Hybrogen and some the original AR6200. Many customers have discovered a fantastic combination of a cetane booster and lubricant such as AR6850 and Hybrogen combined. This is a safe combination to use by the way as long as they are added separately. However, AR6900-D or AR6200 cannot be combined with Hybrogen.

Quick summary of each product and possible product combinations:
Archoil AR6200-EU – Good fuel stabilisation and preserving fuel for long time storage, good lubricant, gentle cleaner and combustion modifier.

Archoil AR6900-D MAX – good lubricant, stabiliser and cleaner, great cetane improver and combustion improver. Often better on engines that respond well to additional cetane.

Oilem Hybrogen Road – Great dispersant and combustion modifier with gentle secondary cleaning and lubrication. Often works where MPG and/or power increase results have been less than expected with AR6900-D MAX.

Oilem Hybrogen Road + AR6850 – Fantastic combustion improver and lubricant. Works great on engines that respond well to the Hybrogen combustion modifier and additional cetane.

Please note this is an approximate guide and we are always available to advise further. However, we strongly recommend customers test a sample bottle of AR6900-D and Hybrogen and decide which works best for you.

Hybrogen
MPG Savings
Fuel Quality

What is the difference between standard and premium diesel fuel?

January 16, 2017 Oilem 7 Comments

I will keep this brief because it is very simple.

Take any branded diesel fuel. What is the difference between that brand’s standard EN590 diesel and super/premium diesel that you pay an extra 8-10p more per litre for?

1. Additional deposit control detergent.
2. Additional 2-Ethylhexyl nitrate (2-EHN) cetane improver.

That is it. The additional performance reported by vehicle owners when using “super” diesel is the improvement in combustion quality from the higher cetane value through the use of additional 2-EHN. 2-EHN is the worldwide proven and recognised standard for raising the cetane value in diesel fuels.

What would your average diesel fuel conditioning additive deliver?

1. Additional deposit control detergent (ideally DW10 tested)
2. Additional 2-Ethylhexyl nitrate (2-EHN) cetane improver
3. Lubricity additive / friction modifier.

Higher quality brands may also include the following:

4. Water demulsifier
5. Anti corrosion additive
6. Dispersant and antioxidant to help restore and preserve fuel quality
7. Combustion catalyst to enhance combustion quality further and help keep post combustion areas clean.
Other specialist additives can deliver the following:
8. Cold flow performance (anti wax/gel)
9. Biological contamination removal/prevention (biocide).

So what does this mean?

Virtually all diesel fuel conditioners contain 2-EHN or are 2-EHN based. When added to standard diesel fuel even the cheapest, lowest quality 2-EHN based diesel additives will most likely deliver greater benefits and value than premium diesel fuels.

The average price of super/premium diesel is 8 to 10 pence more per litre or £5+ per average tank of diesel.

A 2-EHN based conditioner that uses the same or similar performing ingredients and essentially turns standard diesel into premium fuel will cost between 1 and 4 pence per litre.

I hope that clears up the mystery.

pump fuelshellshell 99tesco 99v-power
Diesel Particulation Filter Cleaning and Cleaners
DPF Cleaning & Maintenance

DPF Cleaners and DPF Cleaning

May 14, 2015 Oilem 77 Comments

DPF Cleaners and DPF Cleaning – The Definitive Guide

This is the second iteration of this article. It has been updated to reflect the common problems that are encountered when tackling what are understood to be DPF blockages.

In this article we will address the following questions:

  1. What is a DPF?
  2. Why do DPFs clog up?
  3. Misdiagnosis and related common faults.
  4. Reasons why a DPF cleaner may not work for you?
  5. The correct logical steps to diagnose and fix a DPF blockage.

 

What is a DPF?

A DPF or Diesel Particulate Filter is a device integral to the operation of the exhaust emission control system. It captures particulate matter and hydrocarbons, stores them, and every so often a process of regeneration occurs where these deposits and particulates are burned off, converted to CO2 and vented out the exhaust.

Why do DPFs clog up? There are a number of contributing factors.

The first is the quality of the fuel. The second is the quality of the engine oil and the third, driving style and journey type. Diesel engines in particular are not designed for short journeys or stop-start driving and such conditions create an excess of particulate matter in the emission control components. That means that the DPF as well as other parts such as the EGR and catalytic convertor have more particulate waste to deal with.

The issue arises when the engine is producing more particulate matter than the DPF can cope with. A variety of symptoms may then become evident such as engine hesitation or power loss. Eventually an engine warning light that informs you there’s an issue with the system, and if not resolved the vehicle is then put into a “limp home” mode, with reduced power.

If the system is clogged excessively, it is common for the ECU to prevent further regeneration. This is very lucrative for some dealerships and garages, because in their view, it means you have to replace the DPF, which can run four figures in cost. I can tell you categorically, the DPF can be cleaned unless it has failed catastrophically, even if it’s 100% saturated and the vehicle will barely run at idle. It can also be cleaned even if the ECU will no longer force a regeneration cycle with the help of diagnostic software. Furthermore, modern cleaning techniques and technology means that the DPF does not have to be removed to be fully cleaned but more on that later.

It is important to note that particulate matter that accumulates in the DPF is NOT just from the fuel and the combustion process. It’s normally a combination of those elements, as well as engine oil. Oil can be blown through the crankcase breather system, but more commonly (on a diesel engine), it bypasses the piston rings and is poorly combusted. Those particulates then accumulate in the DPF. This is the reason you have mid-SAP and low-SAP oils. The theory is that such oils have lower ash content, which gives the DPF an easier life. In some cases, high ash content can damage the DPF because it isn’t able to combust those types of particulates. Our experience actually differs from this as higher ash oils can prevent oil being bypassed in the first place. However, that is a different subject for another day.

Resolving a Blocked DPF

Firstly, one of the most common mistakes is actually misdiagnosis. An emission control warning light or even a DPF warning light does NOT ALWAYS mean the DPF is blocked. This is much more common than you think so do not assume the DPF must be blocked if your vehicle produces a DPF warning light.

For Example:

  1. Emission warning lights are normally shared across the entire emission control system so an EGR (exhaust gas recirculation) valve fault or similar can be the root cause of what first appears to be a DPF issue.
  2. One of the most common faults is that the Pressure Differential Sensor that calculates the saturation level and reports an over-saturation condition to the ECU could be faulty. In other words the DPF is fine but the sensor is reporting excess carbon and preventing a regeneration cycle. These sensors should be one of the first things that are checked but they are often ignored.   The result is an unhappy customer as the cleaning product or process “didn’t work”. It probably did but the sensor is just reporting otherwise.
  3. The ECU has identified the pressure sensor as faulty and it is this that needs to be replaced rather than the DPF cleaned.

Secondly, and more important than the first; there MUST be an underlying reason for a DPF blockage if, in fact, it is actually blocked. The underlying reasons should be established and where possible, addressed accordingly.

For Example:

  1. Fuel system deposits resulting in an inefficient combustion process can produce more carbonaceous matter than the DPF can manage. This can also apply to using low quality or incorrect specification oil. Is the engine consuming oil?
  2. Driving style and journey types. Certain conditions must be met to enable the DPF to regenerate and manage the carbon build-up. Continuous low RPMs, stop/start driving and short journeys that do not permit the engine and DPF to reach full operating temperature will eventually take its toll.
  3. Other underlying faults such as an injector or EGR issue could be preventing the DPF from regenerating. The ECU recognizes an underlying fault and “locks out” or prevents DPF regeneration cycles.
  4. As above, the pressure differential sensor is just faulty and misreading the level of backpressure between the front and rear of the DPF. Saturation level is only 10% yet the sensor is calculating 50% = game over until the sensor is replaced.

 

Therefore, as best as you can it is important to establish if there is a DPF blockage and if there is, or high probability that there is, to identify the root cause(s). If not, you will be fighting a losing battle.

This is why fuel-based DPF cleaners and professional DPF cleaning is so hit and miss. Many users fail to correctly diagnose and/or address the actual root cause.

If a fuel based DPF cleaner did not “work” then there is a good chance that the actual fault is not directly DPF related or that an underlying problem is forcing you into lose-lose position. It is not always as straightforward as many make out but I am going to make it as easy as I can for you.

Logical Steps to Resolving Suspected DPF Issues

STEPS ACTION APPROX. COSTS
1.       Simple If you suspect the DPF is blocked then before you spend a penny on diagnostics or treatments do this: Get the vehicle up the full operating temperature, drive down the road and drop a couple of gears to get the engine revs above 3-3.5k. In other words try to force a DPF regen. Free other than the cost of fuel
2.       Basics If the above fails then you need to make the choice of using a fuel based cleaner and/or investigating further. If using a cleaner then combine it with step 1. It is a reasonable low cost process of elimination. I would recommend a high strength fuel system and engine cleaner first before using a dedicated DPF Cleaner OR use a fuel cleaner with combined DPF cleaning function. A basic OBD / CAN BUS code reader can be purchased for as little £10-£20. I recommend everyone keeps one in their car. If warning lights are visible then the ECU will have stored codes and rather than blindly guessing you are well on your way to correctly diagnosing the issue or any underlying problems.If the codes do indicate a DPF saturation issue then this may be enough to justify using a high quality fuel cleaner and/or dedicated DPF cleaner. The rationale for using a fuel cleaner first is that it will ensure the fuel system is clean (common underlying fault) whilst also helping to clean the DPF by restoring combustion efficiency. Many fuel system cleaners and carbon removers also include catalyst technology that will actively remove carbon from the DPF anyway.Please don’t hesitate to contact us if you need help with interpreting error codes or advice on correct product choice. High Quality Fuel Cleaner – £20

Code Reader – £10+

Dedicated DPF Cleaner or combined Fuel and DPF Cleaner- £20+

3.       Professional Diagnosis – Basic If you don’t have a code reader then a diesel specialist will be able to read the codes for you, leaving you with the choice to attempt the fuel cleaner based route should the codes point to a genuine DPF blockage issue.If the Technician has the correct diagnostics tool they should be able to attempt to force a regeneration cycle either on its own or aided with an in-tank DPF cleaner. Basic Code Reading – £20+Forced Regen – £30+
4.       Professional Diagnosis – FULL A full diagnosis should include a full error code check and a test of the pressure differential sensor as well as other emissions control components that can create an apparent DPF issue. Basically, you want to confirm if the DPF is genuinely blocked and if so, why?   Or the technician needs to identify the actual underlying fault(s) creating the warning lights.If it is looking like a DPF blockage then the first step is for the technician to attempt to force a regen cycle via the diagnostics tool.   This is by far the cheapest fix before professional cleaning or worse, DPF removal. Full Diagnosis – £60+Plus any remedial treatment/repair costs.
5.       Professional DPF Clean If other underlying faults have been ruled out, a DPF blockage correctly diagnosed and a fuel system cleaner plus DPF cleaner hasn’t worked then a professional clean would be the next logical step.Our recommendation would be a professional DPF Cleaning Kit.   These are professional use products so you will need to find a participating garage. This is a non-invasive process and is fully guaranteed. The garage will require the correct equipment to reset the DPF and where necessary force regeneration once cleaned. Professional DPF Clean £200+

 

Further information:

In many cases, using a professional fuel system and carbon cleaner to ensure that the fuel system and injectors are operating without deposits can be more important that using a dedicated DPF cleaner. Not only will a fuel system cleaner help clean the DPF anyway but it will eliminate one of the most common contributory factors (dirty injectors) that if not resolved, will allow the DPF to clog up again soon after. For this we recommend the new Archoil AR6400-D MAX as it is a combined fuel system cleaner, carbon remover, turbo cleaner and DPF cleaner.

You can use a generic cleaner that relies on the natural scavenging and cleaning mechanism (as described in the EGR cleaning article) or you can utilize one of the higher-end cleaners that use molecules that are activated during the combustion process (catalysts). These molecules bond with the hydrocarbons in the DPF and reduce the threshold temperature at which they can burn. By far the best we have tested is the Archoil AR6400-D MAX.  It contains chemistry  comprising of carbon-removing molecules that are activated during the combustion process rather than destroyed like most fuel additives. This type of cleaner combined with a spirited drive (or dropping down a gear) to create more heat will help to clean the DPF much more thoroughly. In genuine DPF blockage cases, these cleaners have some of the highest success rates of any DPF cleaning additives we have tested of reducing the saturation percentage, removing the engine warning light and enabling passive regeneration.

It’s important to point out that heat is vital when removing carbon. So, using such a cleaner with short journeys will inhibit results. You have to combine them with a longer run, and a driving style that permits the temperature within the DPF and the system in general to increase.

If passive regeneration is not restored and the cleaner is not working then the DPF is oversaturated to the point that the ECU will not permit a regeneration cycle, the issue has been misdiagnosed or there is another factor restricting DPF regeneration. DPF regen could be locked out by the ECU rendering the system inoperable. It is also possible to have a vehicle that’s so saturated that the back pressure is restricted so much that it will barely idle. For this, the DPF needs to be cleaned directly by a professional.

Professional Cleaning

It usually consists of a 2 step cleaning process that must be administered by a professional. The first of this series is sprayed directly in the DPF through the pressure sensor hose. The chemical bonds with the carbon, dissolves it and prepares it for the next stage.

The second step involves holding high revs to burn off the carbon for a few minutes, followed by a flushing solution administered through the same hose. This removes any residual cleaning agents and deposits.

We recommend finding a garage local to you for this type of clean.

Maintaining a Clean DPF

Once the DPF is clean, it’s equally important to ensure that the particulates remain at a manageable level. I’ve already mentioned the importance of a professional fuel system cleaner to restore efficiency in the fuel injectors. I’d also recommend an ongoing fuel additive that contains a fuel catalyst or combustion modification technology, such as Archoil AR6900-D MAX or Oilem Hybrogen. They will lower the amount of hydrocarbons created in the first place. They reduce the threshold temperature at which the fuel is burned even when the engine is cold. So, even from the moment you start the engine you’ll be producing fewer hydrocarbons. This is critical if your vehicle is just used for local trips (shopping runs, school runs, etc.). It gives the DPF a much easier life and will reduce the tendency for it becoming oversaturated in the future. We have many reports from both consumers and fleet owners that their vehicles regenerate much less when using Hybrogen or AR6900-D MAX. The key is to keep the carbon production at a manageable level for the emission control system and such additives achieve this.

Excessive Oil contamination

If the engine is consuming oil then unburnt oil can contaminate the DPF. Where necessary, use a professional engine oil flush to restore lost compression during the next oil change as deposits build up on the piston rings. These deposits push the rings away from the bore, thus allowing oil to bypass the rings and enter the combustion area. Once that happens, the DPF has to cope with an influx of particulates and more buildup.

Then use a high quality oil and/or oil additive to retain correct compression and prevent any future deposit build-up. For this we recommend any genuine synthetic oils (group IV or better) and/or Archoil AR9200 or AR9100. This will keep the piston rings and bores clean and reduce the amount of oil entering the intake. Combine this with a fuel additive, and there’s no reason the DPF cannot outlive the vehicle itself without the need to use dedicated DPF cleaning procedures (invasive or otherwise).

I hope that helps. If you require any assistance then please don’t hesitate to contact me or a member of my team.

 

Products can be ordered through www.powerenhancer.co.uk

Use the offer code OILEM10 during checkout for a 10% discount

clean dpfdpf cleanerdpf cleanersdpf cleaningdpf removal
Black exhaust smoke
Engine Tuning / Mapping & Tuning Boxes

ECU Remapping and the Inadequate Preparation

April 30, 2015 Oilem 2 Comments

There are now a multitude of companies that will remap the ECU on your vehicle. In most cases, this entails plugging a computer into the diagnostics port on your vehicle that directly communicates with the ECU. A technician reads the existing file on the ECU and overrides it with a new file. The new file has on it adjusted parameters which alter a number of characteristics on the engine. These include the amount of turbo boost pressure (if applicable), the fueling and ignition timing (if on a gasoline vehicle), and other such parameters.

What can happen on a diesel engine after remapping is that the amount of smoke coming out the exhaust increases, particularly on heavy acceleration. Where you once had a small amount of smoke from your exhaust, you now have a problem with a heavy amount of smoke. Any underlying running problems can be exacerbated with an engine remap. One of the things that surprises me tremendously is that many companies do not carry out a health check. Lots of remap servicers are mobile; they do not have the necessary tools, equipment, or expertise to precheck the vehicle. None of them, as far as I have researched, ensure that the fuel system is running correctly and that there isn’t an excess of carbon buildup.

If you are pushing the engine by asking it to work harder and produce more power, it is essential that you ensure that you have the best platform from which to remap and gain that additional performance. To guarantee this, the first thing we advise is to carry out a health check. Make sure there are no error codes. Then combine the remap with a professional fuel system cleaner and carbon remover. It is essential that the fuel system is running efficiently before you remap your vehicle. On a petrol engine, it is essential that the ignition components, the ignition system, and the fuel system are performing optimally in order to maximize the benefits to be gained from a remap.

Wherever you go to have your vehicle remapped or chipped, make sure the service includes the necessary checks. Also make sure you use a high-quality fuel system cleaner, particularly if your exhaust has any excess smoke. If you have excess smoke, I strongly advise that you get the issue resolved or checked before performing a remap.

engine mappingremapsmoke
Engine remapping
Engine Tuning / Mapping & Tuning Boxes

Why are ECU / Engine Remaps and Tuning Boxes so Effective?

April 30, 2015 Oilem 10 Comments

When one purchases a vehicle they likely expect engine ECUs to be optimally mapped prior to sale. While they are normally very well mapped, whether or not it is done in an optimum way is very subjective.

In this article I will look at engine/ECU remapping and chipping and the use of tuning boxes. Particularly, I will explain why remapping works and in most cases, why it is safe.

With most manufacturing, compromises have to be made. ECU maps are no different. Yes, manufacturers invest a great deal of time in engine tuning and testing in the harshest climates. However, tuning criteria is designed around extremes that do not necessarily fit the requirements of the average customer or where the vehicle will be used.

Manufacturers have to adhere and comply with various legislative constraints surrounding emissions and other parameters that are set by the various governing bodies. As a result, this may affect the quality of factory ECU maps, with regards to available performance and/or MPG.

Many manufacturers produce vehicles in their range that to some degree compete with each other and in some cases even share the same engine. For example, a VW Golf may share the same engine as a VW Polo or a Porsche Boxter competing with the Porsche 997. The point being that it would be marketing suicide for a Porsche 997 to be considered slower than its younger brother. As a result, some engines are intentionally detuned or let’s say, not tuned to their full potential.

Furthermore, manufacturers are obliged to tune vehicles for wildly varying conditions, i.e. -40 to +130 degrees or really high altitudes where the air is much thinner. This is one of the reasons why engines run rich from the factory. It’s to accommodate dramatic climatic conditions that the average driver will never see. Even with the latest technology in fuel and ignition control, compromises on engine tune still have to be made just in case the vehicle is used in such conditions.

Vehicles need to survive the factory warranty period without fault. For example, it’s not uncommon to find an engine that is detuned with regards to torque output to ensure that the drivetrain doesn’t fail. Now, this begs the question: Why would anyone want to remap/chip their vehicle if there is an increased risk of component failure?

Well, here is the point I am really trying to make here. Car manufacturers must tune vehicles to cater to customers that are mechanically unsympathetic! This is very important. Drivetrains or engines (as an example) can fail when they are abused or raced from cold. It is this type of customer and not your average enthusiast that manufacturers are really trying to protect themselves against, at least within the factory warranty period.

Furthermore, fuel quality is not guaranteed. Customers embracing remaps are more inclined to use higher-quality branded fuels and/or fuel conditioners, unlike the average user. Manufacturers have little control over this so engines are tuned accordingly and with a little to spare in regards to turbo pressure, air/fuel ratio, ignition timing, etc.

A combination of the above is why we see so many forced induction engines running rich from the factory. This and all of the above gives reputable tuners the opportunity to liberate additional performance in a safe manner and under certain conditions, improve MPG from engines.

If in doubt, stick with reputable tuners and tuning box manufactures as this helps ensure you are receiving a well-developed tune.

Also bear in mind that even though normally aspirated engines can be remapped, the gains are very small when compared to forced induction engines. It would also be prudent to notify your car insurance provider.

UPDATE: We were asked how ECU remaps or Tuning Boxes can improve MPG?

With naturally aspirated petrol engines mpg gains are marginal at best. Minor adjustments can be made to ignition timing and air/fuel ratios but both power and mpg gains are minimal. This is the case with virtually all non-forced induction engine.

With turbo or supercharged petrol engines power gains usually very good with tangible but small MPG gains. MPG gains are two-fold on forced induction petrol engines. Many turbo charged engines run very rich from the factory under acceleration (open loop lambda). By carefully leaning out air/fuel mixture under open loop conditions fuel consumption can be reduced. This is more difficult with more modern engines that utilise wideband lambda technology. That said, most of the gains (if any) are achieved by improving the spread of torque across the rev range, or in particular, lowering it. If more torque is available lower in the rev range then less throttle is required to achieve the same level of accelerative effort. Of course, more fuel may be required to achieve the additional torque but lowering engine RPM more than compensates for this. And this is where diesel engines excel…

Turbo diesel engines – very good power (torque) gains and potential mpg gains. Most mpg gains are achieved in turbo diesel engines by using the principle described above – making more torque available lower in the rev range. If you used to use 40% throttle but now only have to use 35% throttle to achieve the same accelerative effort then you will most likely save fuel, once the novelty of the extra power has worn off!

Hope that helps.

dtuk tuning boxengine mappingengine tuningremaptuning box
Fuel Additives
Carbon Cleaners, Fuel Addtives, Fuel System Cleaning

Using Fuel Additives at Higher Dosages – Overdosing

March 13, 2015 Oilem 14 Comments

A question I am regularly asked is whether fuel additives can be added at a higher dose or added to less fuel in order to make a stronger concentrate, and whether this is more beneficial.

The answer in most cases is no. This is because additives are specifically designed to work with a certain amount of fuel. This ensures that any deposits are removed and dispersed in a controlled manner and that too many deposits aren’t purged through the system at once.

Polyetheramine-based cleaners, for example, work much better when treating the correct amount of fuel (i.e. a full tank of fuel) and allowing the chemistry to gradually remove deposits in a controlled way. If you add a cleaner designed for sixty litres of fuel to ten litres of fuel, not only do you run the risk of removing deposits too quickly but you also lose the benefit of the extended duration that sixty litres will provide.

The reason for this is that many additives are designed to work with fuel flow where the actual action of removing deposits requires the fuel to be in motion. Therefore, deposits are removed layer by layer as the fuel is moving through the system. The stronger the concentrate – and the less fuel that is treated – the lesser the amount of total motion that occurs.

Therefore, do not be tempted to treat with a much higher concentrate except when professionally instructed to do so and when, for example, a heavily-contaminated fuel injector requires urgent attention. In this instance some cleaners can be safely added directly to the fuel rail or fuel filter. However, this is a procedure that should be carried out by a professional and is not really relevant to in-the-tank fuel cleaners.

Another question we are regularly asked is why some additives require a lot of product, whereas others require such a small amount?

An example we’ll use here is a high-strength cleaner, such as Archoil’s AR6400, which requires 400 ml to treat a full tank, versus their fuel conditioner AR6900-D MAX, which is treated at a ratio of 1,000 to 1. 400ml vs 50ml.

So, why is this?

Different chemistries work in different ways. High-strength cleaners in particular generally require a much larger volume of chemistry, polyetheramine being one of them.  Such cleaning power requires volume.

Some fuel conditioners act differently as there are nano-detergents that will provide an effective clean over a gradual period of time but with substantially less volume. For comparison, if you added AR6400 or AR6400D concentrate (or a similar product) to a full tank of fuel, you would start to notice a difference within ten to twenty miles of driving if there were excessive fuel system deposits. That is how quickly some concentrate cleaners work. With a fuel conditioner such as AR6200 or AR6900, noticeable improvements might take a few tanks. Rapid cleaning requires a volume of chemistry. Gradual cleaning, however, can be achieved at a nano level. Although cleaning takes long, it requires a very small amount of chemistry.

The concept behind AR6900 was very simple and this, we believe, should be the objective of all fuel conditioners – To deliver as many benefits as possible with the smallest amount of product possible.

Archoil has succeeded in producing a product that does as much as it possibly can at the nano level. This includes protecting against water, fuel contamination and corrosion, lubricating and cleaning the fuel system, removing carbon through the use of the catalyst, and improving the quality of combustion to improve MPG, etc. All of these benefits are achieved at the nano level; therefore, only a very small amount of the product is required.

What AR6200 or AR6900 cannot do is clean rapidly or provide additional anti-waxing protection because these processes require much higher volumes of chemistry. Also, the additives in these products are not necessarily about the chemistry themselves. The chemistry is there to deliver a process. Imagine adding a couple of drops of concentrated black dye to a bath of clean water. You will find that that dye will disperse very quickly and make the water black or gray depending on the amount of dye. AR6200 works in a similar way. It disperses very quickly, delivers a process, and produces the benefits that are described.

Andy

fuel additivefuel additive overdosingfuel additivesfuel catalystfuel conditioner
Cheap Engine Oil
Engine Oils

Garages & Repair Centers Using Cheap Oil

March 13, 2015 Oilem 3 Comments

There is a “cheap oil” endemic and I am concerned for the consumer.

As distributers of various lubricants, one of our tasks is to demonstrate to automatic transmission and gearbox rebuild specialists the benefits of using OE (original equipment) oils or at least lubricants that meet the required manufacturer’s specifications. This is much more difficult than you might think.

I am concerned at the percentage of repair shops that chose to use low-quality, or many cases, the cheapest oils available.  A customer can easily spend £1500, £3000, or even £5000+, on more complex automatic gearbox overhauls and yet, the garage performing the work will use oil that costs them around £1.50 to £2.00 per liter. And their response when they are asked why they choose such cheap oil? To paraphrase, their answer is generally this: “As long as it lasts the twelve month warranty period, it is fine.”

This raises an interesting concern, not just in the transmission rebuilding market but also with engine oil changes. My view is that as a consumer, you are perfectly within your rights to question and challenge the oil that is being installed in your vehicle, whether it’s the transmission fluid, engine oil, or any other fluid for that matter.

In virtually all cases, franchised dealers will use OE oils. That’s what your money is paying for and how they justify their excessive prices. While not always the best value or the highest quality, at least you are receiving an accepted and approved level of quality.

Our greatest concern is with some independent garages and repair centers. Too many garages still insist on “cheapest” and in some cases oils that simply do not meet the specifications for your vehicle. For example, when they use mid or high SAPS (sulphated ash, phosphorus, sulphur, etc.) oil with engines that are only designed to run on low SAPS oils. This is concerning because of the potential harm to the emission control components, such as the DPFs (Diesel Particulate Filter), and so on.  There have even been instances of an oil distributor selling recycled oil to their dealers, only for the dealers to discover that the engines were starting to burn and consume more oil! The base stock and additive pack were simply not good enough and the oil deteriorated very quickly to the degree that the oil bypassed the piston rings and the engines began to consume it.

If you are paying for a service, repair work, or a complete overhaul of the transmission or engine in your vehicle, you are quite in your right to enquire about the fluids being used and request high-quality ones. When paying substantial money for a repair, it makes sense to use OE quality as an absolute minimum. If your vehicle is modified and the engine is producing more horsepower then it is advisable to use oils that exceed the manufacturer’s specifications or at least change them more regularly.

Andy

engine oilfully synthetic oillow sap oiloil
Carbon Cleaner
Carbon Cleaners, Fuel Addtives, Fuel System Cleaning

Fuel & Carbon Cleaners – What Happens to the Carbon?

March 10, 2015 Oilem 2 Comments

Frequently we are asked about fuel-based carbon cleaners. Specifically, what happens to carbon deposits that are removed through the use of fuel cleaners and can these cleaners damage an engine?

Let’s begin by discussing the first part of that question.

Within the fuel system you’ll seldom find carbon itself. You are more likely to discover sludge, gum, varnish, debris, and similar deposits. The larger deposits are captured by the fuel filter. These and other deposits that have found their way through the fuel system are normally dissolved and dispersed in a controlled and manageable way using dispersal-based detergents. That’s why it is important to use additives at the recommended dosage so that deposit removal is completed in a controlled manner. High-strength fuel system cleaners that carry out this process normally contain a lubricant to ensure the entire system is lubricated during the cleaning procedure. This too minimizes the risk of any issues.

Most actual carbon formation occurs in the combustion chamber and post combustion areas. This includes the hot side of the turbo, intake, inlet valves, EGR, catalytic convertor, DPF, and the remainder of the exhaust tract. The reason why carbon remains is because there is insufficient heat to burn it off. Chemically, a liquid hydrocarbon fuel – such as gasoline or diesel – is very similar to the solidified fuel (carbon) that it creates. The difference is that to ignite and burn solid carbons a higher temperature must be reached because the flash point has changed.

High-quality fuel detergents, combined with fuel catalyst technology, reduce the threshold temperature at which the carbons can burn and therefore enable natural engine processes and inherent heat to gradually “burn off” the deposits. This is certainly the case for combustion chamber deposits.

Sometimes there also is a degree of active cleaning from any cleaning chemistry that is able to survive the combustion process and thus is still active post combustion. However, most carbon is removed by reducing the temperature at which it can burn as described above.

It is important to note that there also is a natural cleaning mechanism. When the combustion process is of sufficient quality – normally through an efficient fuel system (no injector deposits), sufficient fuel quality (more often than not, only achieved with fuel conditioners), and an engine that is up to full operating temperature – engines are designed to self-manage carbon build-up. The clean(ish) gases will naturally remove carbons with the aim of maintaining a respectable level.

The issue arises when this equilibrium is broken and more carbons are deposited than can be naturally removed. This could be due to a flawed engine design, poor fuel quality, fuel system deposits, driving style, failure to let the engine get up to the proper temperature, etc., or a combination of these.

This is why catalyst technology is so important in carbon cleaning and for keeping a system clean. When a catalyst is added to the fuel, it improves the quality of combustion to such a degree that it reduces the amount of hydrocarbons that are created, particularly when the engine is cold. These cleaner gases then get to work together, with the active work the catalyst is doing, to reduce the temperature at which these deposits can burn and be removed.

Essentially, a high-end fuel cleaner and carbon remover provides an environment where the quality of the combustion is much better and the exhaust gasses are much cleaner. The cleaner exhaust gasses will naturally scavenge and remove carbons from the combustion and the post combustion areas. The caveat is that this process requires heat. The catalyst will reduce the temperature at which the carbons can be removed and burned off, but it also needs heat.

This is why it is incredibly difficult for such chemistries to clean the EGR system. The problem is that an EGR and intake are designed to cool recirculating exhaust gasses. By doing so, they reduce the efficacy of any post combustion cleaner or chemistry. Unfortunately this also applies to the rear of the intake valves of direct poor injection engines. Those two areas are very difficult to clean because the gasses going through are cooled.

Also it is difficult to remove existing deposits in these areas. However, by using a high-quality conditioner with the fuel catalyst in both diesel and petrol applications, you’ll at least give the engine and emission control components a much easier life. This is because the engine and emissions systems will have fewer carbons to manage. This results in fewer deposits and hopefully removes the need to use high-strength cleaners or invasive measures to remove carbons manually.

What about the safety of cleaners and the risk of fuel system or engine damage?

Providing products are used as per the instructions, the risk of any damage is incredibly low. In fact, the few rare cases of alleged damage we have seen weren’t actually caused by the product. The product just revealed or exacerbated an underlying mechanical issue with the fuel system. This is incredibly rare.

Furthermore, manufactures err on the side of caution, so even if a product is used aggressively or improperly, it is still likely to be safe to use up until a certain point. For example, one of our main fuel conditioners is EPA tested. As part of the procedure the product is tested at ten times the recommended dose to ensure no possible harm to the fuel system or engine.

To summarise, fuel system deposits are generally dissolved, dispersed, and combusted naturally. Carbon is generally combusted through the use of heat and an added fuel catalyst and/or fuel borne catalyst. They are proven safe processes when used correctly and responsibly.

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MPG Test
Fleet & Commercial Solutions, Fuel Addtives, Fuel Saving

MPG – Negative vs Positive Gain ™

February 12, 2015 Oilem 4 Comments

When examining the field of products, services, and techniques that promise to increase MPG, you find a confusing minefield, at best. There are chronic sceptics on one side, loyal devotees on the other, and in between a bunch of indifferent observers. Unfortunately, this has come from a long history of ignorance and misleading advertising. The dilemma for most is “who is right and who is wrong?”

Two other main questions also might come to mind:

1. How do you know if the advertised MPG increase will be achieved?

2. Why are there such inconsistencies when it comes to product results, ranging from spectacular to absolute zero? Why such a large variance?

When we service fleets we combine our knowledge and experience to simplify the process for operators. Firstly, let us explain the type of gains available and the results you can expect to achieve. To best explain this we would like to introduce you to the concept of Negative versus Positive MPG gain.

Negative Gain is the process of restoring engine economy and efficiency back to factory levels, or more accurately, how it was when it left the manufacturer , except with an engine that is now run-in. These are not the factory-published figures regarding performance, but moreover the actual performance that is possible from an engine that is run-in, deposit-free, and operating at full efficiency in real-life conditions. This is engine efficiency restoration.

Positive Gain is the process of improving the standard MPG or performance of an engine that is deposit- free and running efficiently on standard pump fuel and lubricants, as recommended by the manufacturer. This is engine efficiency enhancement.

MPG Saving

Virtually all suppliers of fuel and engine additives that claim 10%, 15%, 20%-plus improvements in MPG are relying heavily on the Negative Gain factor. The increased economy claims are based on an assumption that the fuel system has accumulated deposits and that the engine is experiencing a reduction in fuel economy and performance as a result.

This is very important. The reason for such inconsistency is that there are many variables in play. One vehicle may have a considerable reduction in fuel economy or performance (due to fuel system or engine deposits) whilst another has virtually none. Also, different engine designs respond to deposits in varying ways.   It is really that simple. The majority of gain you tend to see, however great or small, is negative gain or performance and efficiency restoration. Unfortunately, negative gain or efficiency restoration potential is very difficult to predict.

This part of fuel and oil additive marketing is particularly troubling to us, as it can lead to unrealistic customer expectations. Our view is that it is misleading to make claims about MPG increases on an assumption that the fuel system and/or engine have accumulated substantial deposits. Of course, such claims are always caveated with increases “up to” a certain amount.

So how does the negative and positive gain theory work?

Negative Gain (Economy & Performance Restoration)

Assuming that the mechanical condition of an engine is good and that all its electrical components and respective sensors are operating correctly, there are three ways to restore lost MPG.

1.  Fuel system cleaning. This involves using a professional cleaner to removal any benign or debilitating deposits from the fuel system. It also includes any remedial work to remove biological or non-biological contamination within the fuel or fuel system. This restores the correct fuel flow and atomisation of fuel into the combustion chamber.

2.  Carbon Removal. This is the process of using professional cleaners and combustion modification technology to remove carbon build-up from the combustion area and post combustion areas of the engine. These include emission control components like the exhaust gas recirculation system (EGR), diesel particulate filter (DPF), etc.

3.  Compression restoration. This is the process of restoring any lost engine compression by using a professional engine oil flush or lubricant-based cleanser to remove deposits from the pistons, piston rings and cylinder bores.

Depending on which of the above apply and assuming the correct products and processes are employed, virtually any engine can be restored to optimum efficiency and performance.   The only notable exceptions are when an engine, or any of its periphery parts, are mechanically worn, degraded, or failed. Even then various technologies and processes exist to restore minor wear.

Positive Gain (Economy & Performance Enhancement)

Again, assuming all being equal and that an engine is in good working order, there are five ways to increase efficiency and performance above the standard factory figures.

1.  Friction reduction. This involves using specialist products and techniques to reduce friction to levels lower than that available from conventional oils and lubricants. Other benefits can include greater protection against reduced component wear and lower maintenance costs. This can be applied to engines, transmissions, differentials, wheel bearings, and so on.

2.  Fuel combustion modification. This includes the continuous use of professional chemistries to improve the combustion efficiency of the fuel, resulting in greater fuel economy, performance, and a reduction in exhaust emissions. Such products can also prevent fuel degradation, protect the fuel system, and control deposit build-up, thus removing any future need to use products to restore lost performance.

3.  Engine retuning (software). This is the process of altering the engine control unit (ECU) or how the ECU manages the injection of fuel, ignition timing, and other engine control parameters. This can provide a more efficient delivery of power and torque throughout the rev range, resulting in a reduction in fuel usage.

4.  Engine retuning (physical). This includes the physical modification of engine components such as adjusting intake manifold air-flow dynamics, altering the exhaust system or DPF, and so on.

5.  Other modifications. Making other pragmatic modifications that are widely known, such as optimising tyre pressures, improving aerodynamics, reducing unwanted weight, altering driving style, etc., can also improve efficiency.

Positive gain can manifest itself as additional performance (as measured in horse power and torque), increase in fuel efficiency, or a combination of both.

Testing Protocols:

We specialise in the development of bespoke MPG testing protocols. With any test, whether it be a single consumer vehicle or a fleet of heavy goods vehicles, it is important to set out objectives and correctly plan how to both achieve and measure them.

Below are some of the contributory risks and variables that must be considered when developing a comprehensive test plan. Please note, we were advised against revealing this information as it would undoubtedly be copied and reused by other companies selling fuel-saving additives or devices. However, if it helps to restore some integrity to the field of MPG testing then we believe this benefits us all. Whether you sell fuel-saving technology or are looking to test and buy fuel-saving technology, let’s please restore some integrity to this field.

Risk Mitigation / Containment
1 Length of test is too short. It goes without saying that the more test data available the easier it is to discern positive, neutral, or negative results.
2 Lack of availability of historical test data and seasonal differences. It is of paramount importance that historic baseline data is available. If not, this should be captured first. Also take into consideration the seasonal variations.   For example, if you are conducting a three-month test between April and June, it would be advantageous to have baseline data for the same months in the previous year, as well as, the months of January to March immediately before the test. You would be surprised with the variance of data between seasons.
3 Inaccurate MPG monitoring techniques. The most common are on-board monitoring and manual calculations. Where possible use both monitoring techniques. Telematics that include average speed are also extremely valuable as they will help validate or invalidate MPG figures. If the average speed for a vehicle increases during a particular month then the MPG would be expected to increase by default and vice versa.
4 Varying climatic conditions. Weather can have a profound effect on results, and not just temperatures. Wind can affect drag; rain can affect grip, etc. A combination of controlled and real-life tests can mitigate this.
5 Varying traffic, routes, and loads. Variances in routes, traffic, and loads can affect results. Choosing the most consistent routes with consistent loads in low traffic periods, as well as, a combination of controlled and real-life testing is the best bet, albeit not always possible.
6 Driver inconsistency. Where possible, the same driver should be used. Otherwise any change of driver must be factored into the test results.
7 Varying vehicle history and condition. Even vehicles of the same type and engine are different and can respond differently.   Pick both a poor performing and good performing vehicle. It is important to understand that results are only applicable and valid to that particular vehicle/engine combination.
8 Fuel inconsistency. Different brands and types of fuel (including seasonable blends) can affect results.   Where possible, the exact same fuel should be used throughout the test and during any pretesting.
9 Poor accuracy with the administration of treatments. How treatments are administered is important. For example, when testing fuel additives, treating the fuel at bunkered storage mitigates the risk of incorrectly applied ratios. Automated dispensing systems are also an alternative.
10 Driver awareness affecting results. Blind testing always provides the most accurate results unless trust in the driver is assured. If the driver is aware then also make them aware during the pretesting (baseline) stage. This can best ensure that the driver will not significantly change driving style during testing.
11 Fuel or additives theft. Unfortunately this does occur. There are ways to identify and mitigate this risk. However, it would not be appropriate to list them here.
12 Lack of test data. Actually what to test (mpg, power, torque, emissions, oil quality, wear etc.) are fundamental to understanding the benefits, if any, of any given
product(s).   Simply, the more data, the greater the confidence in the decision-making process.

 

There are other minor factors that we won‘t go into as they apply more to controlled testing, such as the effects of ambient temperature on the density of fuel and so on. However, the above twelve points will serve you well.

We make our clients fully aware of the common pitfalls and underhand techniques that some companies use. For example, a common tactic is to advise the client to notify the driver that a test is being conducted. The driver is then aware that his driving is likely to be scrutinised and as a result, drives in a more cautious and “efficient” manner. The client then witnesses a tangible increase that has little to do with the prescribed treatments but is instead from an improvement in driving style by the driver.

Another tactic is to convince the client to pick their worst performing vehicle for testing. This, of course, increases the probability of greater results. The client then becomes blinded by negative gain results that cannot be reproduced on their other, better-performing vehicles. Ideally, you should test average performing vehicles or both the worst and best performing vehicles in the fleet.

The key is to produce a test protocol that mitigates or eliminates as many variables as possible. This will help ensure accurate test data, which, in turn, enables the client to make informed decisions as to the actual ROI on particular treatments or processes.

If you require more information or a no obligation consultation on MPG reduction or engine cleaning, then please don’t hesitate to contact us.

Yours,

Andy Archer

Managing Director

Energy and Maintenance Saving Consultant

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Diesel Misfuelling Device
Misfuelling Devices

Factory Misfuelling Protection Devices

February 12, 2015 Oilem Leave a comment

Some diesel vehicles, particularly Ford’s and BMW’s, now come equipped with misfuelling prevention devices. The purpose is very simple – to prevent to user accidentally adding petrol to a diesel fuel tank.

Most devices work through a mechanism that only permits the exact diameter of a standard diesel pump nozzle to penetrate the filler neck. Any smaller diameter nozzle, such as that of a petrol pump nozzle, filler funnel or similar will not enable the mechanism to open the filler flap.

The problem is that the user is then unable to administer fuel additives or fill up from a jerry can in the unfortunate event that they run out of fuel. We’ll, no need to panic. Most vehicles with anti-petrol filler mechanisms normally have a funnel or insert stored in the boot, usually near the spare wheel. If not then a suitable funnel/filler insert can be obtained from the local dealer.

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