All posts by Andy

Anti-Knock Compounds for Gasoline, Racing Fuels and Octane Boosters

April 9, 2025 Andy Leave a comment

Introduction

High-octane fuels resist engine knock, allowing higher compression ratios and improved performance. To achieve high octane, fuel blenders use anti-knock additives – compounds that boost the Research Octane Number (RON) and Motor Octane Number (MON) of gasoline. Below we examine the leading octane improvers used in racing fuels and octane boosters, detailing their chemistry, effectiveness, usage, mechanisms, and safety/regulatory aspects. A summary comparison table is provided at the end for quick reference.

Tetraethyl Lead (TEL) – Pb(C₂H₅)₄

Octane Effectiveness

TEL was the gold standard octane booster for decades. Adding mere fractions of a percent (around 0.05–0.1% by weight lead) could raise fuel octane by 5–10 RON/MON points. It enabled mid-20th-century gasolines to reach octane levels unattainable with hydrocarbons alone. TEL itself doesn’t have a “neat” RON like a normal fuel (it’s used in ppm levels), but its blending octane value is enormous.

Usage

From the 1920s to 1970s, TEL was added to virtually all automotive gasolines worldwide. It allowed inexpensive production of high-octane fuel and was critical for WWII aviation fuels and post-war high-compression engines. Today, TEL is banned in motor gasoline worldwide due to toxicity. It saw a global phase-out by the early 2000s and by 2021 was eliminated from all road fuels. The only remaining legal uses are in some aviation gas (avgas) and specialized racing fuels. For example, 100LL avgas still contains TEL (Low-Lead) to achieve MON ~100 for piston aircraft engines.

Mechanism

TEL’s anti-knock power comes from radical scavenging in the combustion process. In the cylinder, TEL decomposes to produce lead atoms and lead oxides that quench free radical chain reactions in the fuel’s pre-flame (the “cool flame” stage). Engine knock is driven by runaway radicals causing early detonation; lead effectively “kills” these radicals and stops knock before it starts. The ethyl groups on TEL serve only to carry lead into the fuel – the metallic lead itself is the active agent anchoring and neutralizing radicals. TEL also had a side-benefit of lubricating valve seats, reducing wear in old engines.

Environmental/Regulatory

The drawback is extreme toxicity. Lead from TEL causes neurological and developmental damage (especially in children). The combustion of TEL-laden fuel emits lead oxide particles, which led to widespread lead poisoning and environmental contamination. By the 1980s–90s, most countries enacted bans on TEL in gasoline. TEL-containing fuel (“leaded gasoline”) is now largely illegal for on-road use globally, with the UNEP declaring the official end of automotive leaded fuel in 2021. Strict regulations remain; for instance, the U.S. Clean Air Act banned TEL in cars by 1996 and only allows it in aviation or racing fuel under specific exemption. Safety: TEL is highly toxic if inhaled or ingested, and even handling the additive requires extreme caution (it’s lipid-soluble and accumulates in the body). Today, only one company produced TEL for avgas, and illegal production had been reported in the past. The cost of TEL additive is low relative to its effect, but the health and regulatory costs are prohibitive – thus its use is now confined to narrow niches where suitable unleaded alternatives are still in development (e.g. some small aircraft engines).

Methylcyclopentadienyl Manganese Tricarbonyl (MMT) – C₉H₇MnO₃

Octane Effectiveness

MMT is an organometallic octane booster that emerged as a lead replacement. It is effective in very small doses – on the order of a few hundred parts per million. For example, about 16 mL of MMT per 1000 L of gasoline (≈18 mg Mn per liter) can increase the octane rating by up to +10 RON in a low-octane base fuel. In practice, refiners might use lower doses to get a few points of octane increase. MMT’s neat RON/MON are not typically reported (it’s not used as a bulk fuel) – instead its performance is given by the boost achieved. It tends to raise RON and MON roughly in parallel (little change in sensitivity), and it can be synergistic with other additives. Studies show combining MMT with aromatic amines or oxygenates yields greater-than-additive octane boosts.

Usage

MMT saw use in unleaded gasolines starting in the 1970s as TEL was phased out. It was used in Canada for decades (introduced in 1976) and in other markets to help increase octane economically. The US EPA initially withheld approval over health concerns, but a court ruling in 1995 forced the EPA to allow MMT in unleaded fuel. For a time in the late 1990s, MMT appeared in some US gasolines, but it never saw universal use. Many oil companies voluntarily avoided MMT due to potential engine and emissions impacts. MMT was also used in countries like Australia, Russia, and parts of Asia/Africa in the 2000s. However, by the 2010s, its use declined significantly: the Worldwide Fuel Charter (a global automaker guide) recommended against MMT, and jurisdictions like Europe, Japan, etc., forbid or severely limit it. As of the 2020s, MMT is banned or capped in the EU and many other regions, and in the US, it is not used in mainstream pump gasoline (even though it is legally permitted up to 8.3 mg Mn/L). It still finds use in some off-road fuels, racing gasoline, or octane booster additives sold to consumers. For instance, certain aftermarket “octane booster” products contain MMT (noted by an orange-colored tint and manganese content on the label).

Mechanism

Like TEL, MMT functions via combustion chemistry modification. When MMT burns, it forms microscopic manganese oxide particles. These Mn oxides perform a similar role as lead oxide – they scavenge free radicals in the fuel-air mixture, thereby raising the knock threshold. The manganese acts as a combustion inhibitor that slows the explosive pre-ignition reactions. The result is a smoother, controlled burn and higher octane. MMT was found to reduce engine knock without significantly altering bulk flame speed, indicating it targets the auto-ignition chemistry in the end-gas. MMT’s anti-knock mechanism is less thoroughly documented in open literature than TEL’s, but it’s understood to be a “lead-like” action of metal particles quenching hot radicals. One difference: the solid manganese oxide formed does not vaporize like lead halides, so it tends to stay in the engine/exhaust.

Environmental/Regulatory

MMT’s controversy stems from its health and engine impact. MMT is a neurotoxin – manganese is an essential element in small doses, but chronic inhalation of manganese particles can cause a Parkinson-like neurological disorder. Regulators feared that widespread MMT use would elevate Mn emissions. Studies in Canada and elsewhere showed mixed results: manganese levels in air did rise in some urban areas using MMT, but often remained within regulatory limits. Nonetheless, uncertainty about long-term exposure risks led many countries to adopt a precautionary ban.

Engine and emissions issues: MMT combustion products (Mn₃O₄, etc.) can deposit in engines and catalytic converters. Drivers and mechanics observed orange-brown deposits on spark plugs, oxygen sensors, and catalysts when using MMT-treated fuel, potentially causing misfires or catalyst plugging. Automakers complained MMT could impair onboard diagnostic sensors and increase tailpipe hydrocarbons. MMT’s manufacturer claims that it does not harm catalyst performance at recommended low concentrations, and some studies showed no significant difference in emissions. Even so, the trend is toward the elimination of MMT in commercial fuels. Many fuel standards (e.g. Euro V/VI) set manganese at 0 mg/L. In the US, MMT is technically allowed but subject to a health effects testing provision; it’s essentially absent from branded gasoline. In China, it was banned in 2013; Russia banned it in Euro-5 gasoline as of 2016.

MMT is still produced (often under the trade name HiTEC® 3000) and is used in certain markets or racing fuels. It is relatively low-cost – a big appeal to refiners since a few ppm can replace a larger volume of expensive high-octane blend stock. But given regulatory and liability issues, most refiners have moved to other octane boosters.

Ferrocene – Fe(C₅H₅)₂

Octane Effectiveness

Ferrocene (an iron organometallic) is another metal-based antiknock agent. It is quite effective per dosage, though not as potent as TEL or MMT. Typical ferrocene additive concentrations are in the tens of ppm of iron. On the order of 170 grams per 1000 kg of fuel (≈30–40 mg Fe per liter) yields about a 4–5 point increase in octane number. In other terms, ~0.017% ferrocene by mass can raise RON from, say, 88 to 92. It boosts MON as well. Ferrocene’s neat RON isn’t usually given (it’s a solid at room temp and used dissolved in a carrier), but it behaves as a high-octane component. It’s considered the cheapest way to improve octane on a cost-per-point basis in some refinery studies.

Usage

Ferrocene saw interest as a leaded-fuel replacement in the 1990s, particularly to allow classic cars to run on unleaded fuel. It’s commercially available in aftermarket gasoline additives (often marketed as octane boosters or “lead substitutes” for vintage engines). Fuel-grade ferrocene is typically a soluble solution added at the refinery or by the end-user. Some small-market gasoline blenders in regions without strict standards have used ferrocene to cheaply elevate octane. However, major fuel suppliers in developed countries generally do not use ferrocene in pump gasoline (it’s not registered for use by many regulators). In motorsports, ferrocene has seen use in certain racing gasoline formulations and in drag racing fuels (especially where leaded fuel is disallowed but high octane is needed). It’s also used in other industries – e.g., as a combustion catalyst in diesel/jet fuels to reduce smoke.

Mechanism

Ferrocene’s anti-knock function is analogous to other heavy metal additives: it decomposes during combustion to form iron oxides. These iron particles act as radical scavengers, interrupting the chain reactions that lead to knock. Essentially, ferrocene delays the auto-ignition of the fuel-air mixture by quenching free radicals (thus raising the fuel’s effective octane). Additionally, ferrocene deposits a thin layer of iron oxide on metal surfaces. In older engines, this provided some valve seat protection (similar to how lead deposits prevented valve recession). Unlike TEL, ferrocene does not require halogen “scavengers” – the iron oxides formed are solid particulates that mostly exit with exhaust or remain as a fine powdery deposit.

Environmental/Regulatory

Ferrocene is considered far less toxic than organolead or MMT. However, the iron oxide particles from combustion can still pose issues: they can foul spark plugs (leaving a reddish-brown residue), contaminate lubrication oil, and coat exhaust system components. High dosing of ferrocene leads to plug whiskering and deposits. Many jurisdictions implicitly ban ferrocene by prohibiting any metal in unleaded fuel. For example, the European fuel specification (EN 228) limits iron content to very low levels, effectively zero for intentional addition, and Euro V standards prohibit ferrocene use. In the US, ferrocene is not an EPA-registered fuel additive for on-road use. Countries without modern emissions standards have fewer restrictions, so ferrocene is still “actively used” in some places with no Euro 4/5 rules. It’s popular in parts of the Middle East and Africa as an octane improver for substandard fuel.

Engine warranty: Car manufacturers generally warn against ferrocene additives because of deposit concerns. Cost/availability: Ferrocene is relatively cheap and easy to manufacture. Because only small quantities are needed, it’s an economical option for fuel blenders if legally allowed. On the retail side, ferrocene-containing boosters are sold under various brand names. Given its limitations, ferrocene is best suited for controlled use (e.g., one bottle to treat a tank in a classic car occasionally, or carefully metered doses in racing fuel) rather than continuous use in modern cars.

Ethanol – C₂H₅OH (and other Alcohols)

Octane Effectiveness

Ethanol is a high-octane oxygenate widely used in gasoline. Pure ethanol has a RON of about 108–109 and MON ~89–90. This large RON and decent MON mean ethanol has an octane index higher than typical gasoline components. When blended, ethanol’s blending octane number can exceed its neat octane due to nonlinear effects (especially in low-octane fuel). For instance, adding 10% ethanol (E10) to base gasoline often raises the RON by ~2 to 3 points and MON by ~1 to 2 points. Higher blends yield larger boosts: going from E10 to E20 can add ~4–7 RON points in total. E85 can be around 100–105 (R+M)/2, roughly 108+ RON. Methanol (CH₃OH), another alcohol used in racing, has similar high octane (RON ~109, MON ~88).

Usage

Ethanol is one of the most common octane enhancers today. In contrast to other additives that are used in ppm levels, ethanol is blended in significant volume (several vol%). In many countries, E10 (10% ethanol) gasoline is standard pump fuel. The ethanol boosts octane and also serves as a renewable fuel component. The U.S., Europe, Brazil, China, and others all use ethanol-blended gasoline. In the US, virtually all “regular” gasoline contains ~10% ethanol, contributing about 3 octane numbers (allowing base gasoline of ~84 AKI to be sold as 87 AKI). Some premium fuels also contain ethanol (e.g., “95 E10” in EU or certain 100 RON fuels with 5–10% ethanol). Higher ethanol blends like E15 (15%) are approved for many modern cars in the US. E85 (85% ethanol) is used in flex-fuel vehicles and has very high octane. In racing, ethanol or methanol fuels are popular for high knock resistance and cooling effect.

Mechanism

Ethanol improves octane primarily through its inherent combustion characteristics and charge cooling:

High heat of vaporization lowers intake charge temperature.
The oxygen bound in ethanol leads to a leaner mixture in the cylinder, delaying auto-ignition.
Blending synergy can increase the octane more than predicted by linear mixing rules.

Environmental/Regulatory

Ethanol is seen as a cleaner additive – it reduces tailpipe CO and particulate emissions by oxygenating the fuel, and it’s biodegradable. It also comes from renewable sources (corn, sugarcane, cellulosic biomass), so it can lower net CO₂ emissions. Governments actively promote ethanol through mandates or incentives. There is no ban on ethanol; rather, there are minimum blending requirements in many regions. Downsides include a higher Reid vapor pressure (which can increase evaporative emissions), potential aldehyde emissions, and corrosion issues with older materials. Overall, ethanol is considered an environmentally beneficial octane booster, and virtually all modern gasoline cars are designed to run on at least E10. Ethanol is produced on a large scale; it typically has lower energy density, so fuel economy is slightly reduced.

MTBE (Methyl tert-Butyl Ether) – C₅H₁₂O

Octane Effectiveness

MTBE is a fuel ether that was widely used to boost octane. It has a high intrinsic octane: roughly RON 117–118 and MON ~101. In gasoline blends, MTBE gave strong octane improvement – adding 10% MTBE could increase RON by on the order of 5 points. Because MTBE raises both RON and MON, it was effective in enhancing the anti-knock index.

Usage

MTBE became the preeminent octane booster of the 1980s–90s after lead was removed. Refiners blended MTBE at ~5–15% in reformulated gasoline in the US and parts of Europe. It was also used to meet oxygenate requirements in some areas. By the early 2000s, MTBE use in the US declined sharply after widespread groundwater contamination was discovered. Many states banned or restricted MTBE, and refiners switched to ethanol. In Europe, MTBE is not entirely banned but is often replaced by ETBE (ethyl tert-butyl ether). Asia and the Middle East continue to produce and use MTBE.

Mechanism

MTBE improves octane by being a stable, high-octane component that dilutes more knock-prone hydrocarbons. Its oxygen content also helps with more complete combustion.

Environmental/Regulatory

MTBE is water-soluble and persistently contaminates groundwater if leaked. Even low levels can impart a strong taste/odor to water. While not definitively classified as a human carcinogen in all jurisdictions, health concerns and community backlash over water contamination drove its phase-out in many regions. Where ethanol logistics are less developed, MTBE may still be used, but storage systems must be carefully managed.

Aromatic Hydrocarbons: Toluene (C₇H₈) and Xylene (C₈H₁₀)

Octane Effectiveness

Aromatics such as toluene and xylenes are naturally high-octane components of gasoline. Toluene has a RON of around 120 and a MON near 109, while xylene is similar. Adding aromatic content to fuel raises its octane. In racing fuels, large percentages of toluene (sometimes exceeding 50%) have been used to attain very high octane numbers.

Usage

Commercial gasoline often contains 20–30% aromatics (including toluene, xylenes) from catalytic reforming. They are also used as direct octane boosters in some blends or aftermarket solutions. Toluene is a popular DIY octane booster, as it’s readily available in paint solvents. However, high aromatic content is regulated in many regions due to emissions concerns.

Mechanism

Aromatic rings are stable and resist auto-ignition due to their structure. They slow the formation of knock-driving radical chains.

Environmental/Regulatory

Although less carcinogenic than benzene, toluene and xylene can increase smog, particulate emissions, and NOx due to higher flame temperatures. Many fuel regulations now cap total aromatics (e.g., to 25–35%) to limit pollution. Overuse of aromatics can also cause deposit formation and material compatibility issues if extremely high in the fuel.

N-Methylaniline (Mono-Methyl Aniline, MMA) – C₆H₅NHCH₃

Octane Effectiveness

N-Methylaniline is an aromatic amine with exceptional octane-boosting power. Even low concentrations (1–2%) in gasoline can yield large octane gains. It can be synergistic with metal or oxygenate additives, further elevating the octane rating.

Usage

Historically, aniline derivatives were among the earliest anti-knock agents studied (even predating TEL). However, they were overshadowed by TEL. N-Methylaniline has been used in some countries as a cheap, unregulated booster. It appears in certain aftermarket octane boosters marketed as “racing” or “off-road use only.” Major fuel suppliers generally do not use NMA because it is banned or heavily restricted.

Mechanism

Aromatic amines feature high inherent knock resistance and may also act as radical scavengers, stabilizing reactive intermediates that drive knock. They can help drastically raise both RON and MON.

Environmental/Regulatory

N-Methylaniline is toxic and can promote gum, varnish, and soot formation at higher doses. Many jurisdictions effectively ban aniline-based additives by limiting nitrogen content in fuel. Overuse can also increase NOx and other harmful emissions. Consequently, it remains largely absent from official fuel specs but may be used illicitly or in some racing contexts.

2,2,3-Trimethylbutane (Triptane) – C₇H₁₆

Octane Effectiveness

Triptane is a highly branched paraffin with a RON of around 112–113 and MON ~101. Small amounts can significantly boost the octane of lower-quality gasoline beyond linear predictions. This non-linear blending advantage led to it being called a “super fuel” component.

Usage

During WWII, triptane was manufactured in limited quantities for aviation gasoline experiments. While beneficial for octane, it was difficult and expensive to produce at scale. It remains a research focus; modern methods are exploring bio-derived triptane as a potential drop-in high-octane blendstock.

Mechanism

Its structural branching resists auto-ignition, and in blends, it can suppress knock-prone reactions of other components. Unlike metal or amine additives, it simply contributes its own high knock resistance.

Environmental/Regulatory

No unique toxicity concerns. it’s just another hydrocarbon. Cost and production limits have historically prevented large-scale adoption. If production becomes economical, it could serve as a valuable high-octane blend stock without heavy metals or toxic side effects.

Comparison Table

Compound (Formula)	Octane Boost & Mechanism	Usage & Status
Tetraethyl Lead (TEL) Pb(C₂H₅)₄	+5–10 RON/MON boost with ~0.1% addition. Lead oxide scavenges radicals, quenching pre-ignition chain reactions.	Historic leaded gasoline additive; banned globally for road fuel due to extreme toxicity. Still used in 100LL avgas and some racing fuels.
MMT (Methylcyclopentadienyl Mn tricarbonyl) C₉H₇MnO₃	Up to +10 octane numbers at ppm levels. Manganese oxides formed on combustion quench free radicals (TEL-like).	Used as lead substitute in some unleaded gasolines. Restricted or banned in many regions due to neurotoxicity and catalyst deposits.
Ferrocene Fe(C₅H₅)₂	~+4–5 RON boost at ~30 mg/L Fe. Iron oxides inhibit knock.	Aftermarket additive for older and modern engines; susceptible to deposit issues if overdosed. Also appears in some racing blends.
Ethanol (EtOH) C₂H₅OH	Neat RON ~109, MON ~90. High latent heat (charge cooling) and oxygen content reduce knock.	Widely used as E10-E85 in commercial and racing fuels. Renewable, mandated in many regions, lowers net emissions.
MTBE (Methyl tert-Butyl Ether) C₅H₁₂O	RON ~118, MON ~101. Stable, oxygenated component dilutes low-octane hydrocarbons.	Once the main oxygenate for reformulated gas; banned or restricted in some areas due to groundwater contamination. Still used in parts of Asia/Middle East.
Toluene/Xylenes (Aromatics) C₇H₈, C₈H₁₀	RON ~115–120. Aromatic rings resist auto-ignition, raising RON/MON.	Common in refinery blends, regulated for emissions. Popular as a DIY or racing octane booster. Toluene is now restricted in the EU due to toxicity.
N-Methylaniline (Aromatic Amine) C₆H₅NHCH₃	Extremely high blending octane (can synergize with metals/oxygenates).	Largely banned in modern fuel specs due to toxicity, deposits, and NOx concerns. Some niche/racing use.
2,2,3-Trimethylbutane (Triptane) C₇H₁₆	RON ~112, MON ~101. Highly branched structure yields strong non-linear blending benefits.	Historical interest for aviation. Not widespread commercially due to production cost. Potential future biofuel.

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Fuel Quality

Fuel Technology Trends and Innovations: 2025 Overview

April 8, 2025 Andy Leave a comment

The fuel technology sector is undergoing rapid transformation in 2025, driven by advances in fuels, additives, engine design, lubrication, and digital integration. Here’s a comprehensive look at the most significant trends and innovations shaping the industry this year.

Clean Energy and Alternative Fuels

Clean energy solutions are gaining momentum, with significant progress in hydrogen, sustainable aviation fuels, and advanced nuclear energy. The industry is deploying a mix of technologies—such as energy storage, clean hydrogen, and renewables—to address growing energy demands and climate goals. Research and development investments are accelerating, focusing on improving efficiency, reducing costs, and maturing emerging technologies like batteries, electrolyzers, and carbon management.

Fuel Additives: Growth and Innovation

The global fuel additives market is expanding, propelled by strict emission regulations and the push for cleaner, more efficient fuels. Key trends include:

Shift to Bio-based and Sustainable Additives: Companies are increasingly adopting bio-based and eco-friendly additives, responding to regulatory pressures and consumer demand for sustainability.
Advanced Nanotechnology: Next-generation additives use nanotechnology to enhance combustion, reduce deposits, and extend engine life.
Multifunctional Additives: There’s a move toward additives that deliver multiple benefits, such as improved fuel efficiency, reduced emissions, and better engine protection.
Digital and AI Integration: AI-driven fuel optimization and digital monitoring technologies are being developed to further enhance additive performance and fuel management.

These trends are not only shaping automotive fuels but also impacting aviation, marine, and industrial sectors, where high-performance additives are essential for efficiency and equipment longevity.

Engine Technology: Efficiency and Sustainability

Engine design is evolving to meet stricter emissions standards and the demand for higher efficiency. Notable trends include:

Advanced Combustion and Materials: Innovations like high bypass ratio engines, improved aerodynamics, and advanced materials are reducing fuel burn and emissions in aviation and automotive sectors.
Hybrid and Electric Propulsion: Electric and hybrid systems are increasingly used, especially for short-haul flights and urban vehicles, as part of the broader shift toward sustainable mobility.
Software-Defined and Autonomous Vehicles: The automotive industry is adopting software-defined vehicles and autonomous technologies, enabling real-time performance optimization and enhanced safety.

Lubrication: Smart Solutions and Sustainability

Lubrication technologies are advancing with the integration of digital tools and sustainable formulations:

IoT and Real-Time Monitoring: Sensors and connected systems enable continuous monitoring of lubricant conditions, allowing predictive maintenance and reducing downtime.
AI-Driven Formulations: Artificial intelligence is used to develop lubricants tailored to specific operating conditions, improving efficiency and extending service intervals.
Eco-Friendly Lubricants: There’s a growing market for lubricants derived from renewable sources, supporting environmental goals and regulatory compliance.

Digital Transformation and Retail Fuel Innovation

Digitalization is revolutionizing fuel delivery and retail operations:

Smart Fuel Management: AI and IoT are optimizing inventory, reducing waste, and improving supply chain efficiency for fuel retailers and distributors.
Connected Payment Solutions: Innovations like in-car payments and mobile apps are enhancing customer convenience at fuel stations.
Business Intelligence: Data analytics is being leveraged to understand consumer behavior, optimize pricing, and tailor marketing strategies.

Aviation and Regulatory Landscape

The aviation sector is experiencing a surge in demand for fuel additives that boost efficiency and reduce emissions. Sustainable Aviation Fuels (SAF) and bio-based additives are becoming standard as regulators impose stricter pollution controls. The industry is also investing in carbon-negative technologies and localized, sustainable production methods.

Conclusion

In 2025, the fuel technology landscape is defined by sustainability, digital integration, and advanced materials. Companies are innovating across the value chain—from cleaner fuels and smarter additives to efficient engines and predictive maintenance—while adapting to evolving regulations and market demands. The future of fuels, engines, and lubrication is increasingly high-tech, sustainable, and customer-centric, promising greater efficiency and lower environmental impact for years to come.

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Ester Fuel Lubrication

Diesel Additive Lubricants – Mono Fatty Acid vs Esters vs Orisyn® Ester

November 2, 2024 Andy Leave a comment

It may surprise you to learn that many diesel additives, including well-known brands, are still using mono fatty acid lubricants in their diesel additives.

Why is this an issue? Not only is fatty acid very old and cheap technology, but it offers zero lubrication benefit to UK or EU EN590 specification diesel, where the minimum ASTM D975 wear scar test is 460 µm. Mono fatty acids are designed to reach this level but not improve on it.

But it is worse than this. Many diesel additives utilize 2-EHN to raise the cetane level to improve combustion quality and torque output. However, mono fatty acids do not work in the presence of 2-EHN. They cancel one another out, resulting in no HFRR improvement. In some instances, lubrication is worse than it was before using the diesel additive, and customers are completely unaware that they are using a diesel fuel additive with inferior lubricity. This includes established brands from the UK, Germany, and beyond. They sell thousands of products daily, mostly through platforms like Amazon. Customers rave about them and leave great reviews without any idea that they are simply buying a diluted 2-EHN cetane improver with a cheap lubricant. And possibly in a fancy-spouted bottle, depending on the brand. Seriously, most of them don’t even use detergents. These products are manufactured at under £2 and then sold to you for £13+ for 500ml.

Any diesel additive with a little 2-EHN will improve performance, so it must be a great product, right? What about what you can’t see, such as the lubrication and protection, cleaning, and so on? As a consumer, it is important to understand what is in the diesel additive you are putting in your engine.

This is where Ester lubrication comes in. Certain ester technologies do perform in the presence of 2-EHN. They complement each other perfectly and are much more likely to deliver an improved HFRR response. At the very least, 2-EHN based diesel additives with ester will not lower lubricity.

There are still limitations with esters though. And that is when used with summer specification diesel. This is because high-quality summer diesel is usually much more lubricious than the standard 460um limit, and even ester lubricants struggle to provide an advantage in these fuels. This is where Orisyn Ester enters the party. It is one of the few lubricants that provides a tangible improvement, even in the most lubricous diesel fuels. It is unique to Oilsyn and not found in any other diesel fuel additive. It is also much safer than 2-stroke oil, which can foul diesel injectors and emission control system components such as EGRs and DPFs.

Orisyn does have a downside: It is expensive and requires 2-3x the dose rate of conventional fatty acid and ester lubricants. However, that is Oilsyn’s problem, not yours! Oilsyn still manages to put the product to market at a cost comparable to competitor products.

To summarise, I like the ester used in the UK/EU Archoil diesel additives. It is a high quality ester that provides consistent lubrication, and is not found in any other aftermarket diesel additive. However, I like the Orisyn ester in the Oilsyn Diesel Additives even more as it provides additional lubricity in the most lubricious diesel fuels.

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EGR Cleaning & Maintenance

EGR Delete Issue from a Concerned Customer

October 11, 2024 Andy Leave a comment

This is a recent message I received from a customer regarding an EGR delete carried out on his vehicle.

“I have a VW T5.1 and the coil light illuminated a couple of months ago. I took it to a garage who diagnosed a faulty EGR valve and Cooler. I took advice from friends and family to have the EGR deleted at a cost of £130 rather than the quoted £1100 to replace the EGR valve and cooler.

Within 100 miles, the DPF regen light came on, followed by limp mode. I took it back to the remapping company who forced the regen and said it was fine.

I drove up to Inverness (400 miles) where the DPF regen light came on again, and then the van went into limp mode. A remapping garage in Inverness forced it into regen mode again and I managed to get home before the DPF came on again. I took the van to a specialist DPF cleaner company who stated that DPF was full of ash and soot and cleaned it out. I drove the van for a week (around 200 miles) before the DPF regen light came on again.

Before I spend a lot of money at the VW garage, do you have any thoughts/advice?”

Unfortunately, this is not uncommon. Whoever worked on this car failed to investigate the root cause of the problem, and forcing the DPF to regen every few hundred miles is only addressing the symptoms.

The engine ECU will not permit a passive DPF regeneration if a problem is detected. This would include any anomaly it detects with the EGR function. If the EGR delete has not been coded correctly, then the DFF won’t be able to regenerate on its own. Writing the warning light/code out of the software is not always sufficient as the ECU needs to “see” via various sensor outputs, that the EGR is operating correctly. If the DPF problem started after the EGR deletion, then that should be investigated first.

It is also worth noting that it is an offense to use a vehicle with any part of the emission control system modified to alter the emissions standards it was originally designed to meet. I hope the customer was advised of this.

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Fuel Quality, Fuel Saving

Cheapest Fuel – How to Save Fuel by Buying the Cheapest and Converting it into Premium Fuel

October 9, 2024 Andy Leave a comment

Pump prices are rising, and those with electric vehicles have started feeling the pinch with an unprecedented rise in electricity.

There is something you can do.

Premium or Super fuels usually deliver better fuel economy than standard fuels, even from the same brands. For example, V-Power diesel will provide more performance and MPG than standard Shell diesel fuel. But, it is more expensive.

The solution:

Buy the cheapest pump fuel you can find and then use a fuel additive to convert it into premium fuel. A high-quality additive will typically cost a fraction of the price of buying premium fuel at the pump but deliver similar benefits. * Except for higher octane with gasoline. If your vehicle requires or responds better to higher-octane gasoline, continue using it. Just find the cheapest brand available.

Petrol Additive – Ensure any petrol additive contains the following:

Proven PORT and GASOLINE DIRECT INJECTION (GDI) detergent pack, particularly if you drive a modern vehicle with a GDI fuel system.
High-performing fuel system / upper cylinder lubricant.
Combustion improvement function.

Although the above won’t make up for any shortfall in octane, they will improve fuel economy by maintaining a cleaner fuel system, reducing upper cylinder friction, and improving combustion quality.

Diesel Additive – Ensure any diesel additive contains the following:

2-EHN cetane improver that delivers a minimum 3-point increase per dose. Using 2-EHN alone will reduce fuel lubricity and not provide the maximum available fuel savings.
High-performing Ester (or similar) fuel system / upper cylinder lubricant with an HFFR no higher than 250. Disregard any product using mono-acid lubricants as they underperform with standard EN590 diesel fuel.
Cleaning and combustion improvement technology.

Any diesel product that meets the above three criteria will convert regular diesel into Super diesel and improve fuel economy when added to a standard, low-cost diesel.

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Car Emissions, Hybrids

What’s the Difference Between Hybrid and Gasoline Cars?

November 2, 2022 Andy Leave a comment

Gasoline cars have been around for more than a century and what Carl Benz started as an endeavor became the most common means of transportation. Since then, there have been dozens of new auto manufacturers, and the technology has advanced rapidly. More unique engine configurations, refined transmissions and suspension systems, and betterment in almost every aspect occurred. But the real change occurred after nearly 100 years when Toyota unveiled their first Hybrid car, the very popular Toyota Prius. Thanks to its unbelievable fuel economy, controversially silent powertrain, and fewer emissions, it had everybody in its awe. It was an all-new concept with a grand promise for the future of greener mobility.

Although hybrid technology has matured a lot since its inception and the world is moving onto electric cars, it remains the most striking development in the auto industry. Let’s review some of the most significant differences between hybrid and gasoline cars and relive the nostalgia of technology transformation.

Powertrain and Technical Specs

Hybrid cars are similar to gas cars, but there is one significant difference, an electric motor and a battery. The engine is augmented by a battery-powered motor which supplements the available power. Not only does it enhance fuel efficiency, but it also reduces carbon emissions and offers a more refined driving experience. The motor runs all the time, especially at lower speeds, to keep the load off the engine and improve the mileage. The driver can also choose to drive in hybrid, electric-only, and engine-only modes.

The technology behind gasoline cars is straightforward. They have an internal combustion engine mated to a manual or automatic transmission, supported by a suspension setup. The engine has many other periphery parts, such as a timing belt, alternator, radiator, and fuel system, emission control system, for it to function. The engine uses gasoline to deliver a combustion process that generates power to rotate a driveshaft, which is directed to the wheels via a transmission. The technical specs and ICE (internal combustion engine) technology has been refined immensely over time, with the introduction of advanced fuel injection system, emission systems, and low viscosity oils to reduce friction.

Mileage and Fuel Efficiency

One aspect setting these types of cars apart is the fuel economy and mileage. Gasoline cars are great to drive but are known gas-guzzlers unless you opt for the more refined, smaller-capacity engines.

Hybrid cars changed this and offered improved fuel efficiency without sacrificing drivability or refinement. With the motor and engine running in synergy, the hybrid can offer greater mileage with the plugin variant ideal for short journeys running solely on battery only.

Service and Maintenance

Maintenance and servicing of the gas and hybrid cars can be different, and one has to be meticulous with their hybrid car, in contrast to an ICE car. Hybrid cars feature more complex technology, additional parts, and an intermittently running motor powered by lithium-ion batteries. Auto manufacturers have sketched an exact maintenance schedule for hybrid vehicles that must be followed to ensure long-term durability and optimal performance. A few of the essential maintenance steps involved in hybrid cars’ servicing can include a battery check, calibration, and possible recalibration of the electric motors.

On the other hand, gasoline cars are simpler to maintain, replacing fewer wearing parts every few thousand miles, mainly engine oil and filters.

Utility and Dependability

Gasoline cars have been around for much longer than hybrids, and needless to say that they served the purpose very well. Long-term durability, easy usage, a wide range of applications, and, more recently, longer service intervals.

Hybrid cars can offer excellent dependability, thanks to hybrid technology and improved fuel economy, in an eco-friendlier manner. Then came the plug-in hybrid vehicles, where batteries could be charged from home and allow short trips on battery-only power.

Some PHEVs (plug-in hybrid electric vehicles) have been tested and are known to offer up to 75 mpg in fuel economy. Many also use regenerative braking, the technology that converts the kinetic energy of the brakes into electrical energy and charges the battery while you drive.

Emission Standards

There is no comparison in this department. Hybrid cars have two main goals, fuel economy and greener functioning. These cars generate substantially fewer carbon emissions than gasoline cars and are touted as the stepping stone toward zero-emissions mobility. This helps considerably with car tax, especially with company-supplied cars.

Gasoline cars are notorious for creating pollution and emitting toxic gases into the environment. Diesel cars are even more harmful to the environment and are slowly being phased out in favor of more environment-friendly hybrid and electric vehicles on a global scale.

Types

Unlike gasoline cars, Hybrid cars are offered in different types and come with different technologies, mostly based on the battery type used in the car. Types of hybrid cars include;

Conventional hybrid
Mild hybrid
Plug-in hybrid

Summary

	Gasoline	Hybrid
Fuel Efficiency	Poor	Good
Emissions	Poor	Poor-Good
Complexity	Average	High
Performance	Good	Good
Maintenance	Average	Average
Price	Average	Above Average

1480

Race Fuel

Race Fuel Composition and Its Effects on the Engine

October 15, 2022 Andy 1 Comment

It’s a common misconception that race fuel is an otherworldly, specially formulated concoction. Some think it is a unique blend of chemicals that a regular road-going car cannot handle. However, the reality is quite different.

We will try to separate the truth from the lies and unravel the secrets behind race fuel, its composition, and its effects on an engine.

For the sake of this argument, we will choose Formula 1 as our case study, since it is, after all, the pinnacle of motorsports. No other racing series comes even close to the level of innovation and engineering promoted by Formula 1. Therefore, it is only fitting that the series be chosen as an example.

What is Race Fuel?

In simple terms, race fuel is a highly specialized variant of regular fuel used in motorsport competitions across the globe. However, its composition and nature vary from one racing series to another.

Usually, race fuel has a high octane rating and it consists of additives that support performance. But various motorsport series regulate their race fuel and Formula 1 is no different.

So, what is unique about race fuel? Let’s look at its composition from the F1 perspective.

Race Fuel Composition 300

The race fuel must have the following composition to be declared legal.

Property	Units	Min	Max	Test Method
(RON+MON)/2		87		ASTM D 2699/D 2700
Oxygen	wt%		3.7	Elemental Analysis
Nitrogen	mg/kg		500	ASTM D 5762
Benzene	wt%		1	GC-MS
DVPE	kPa	45	60(1)	EN13016-1
Lead	mg/l		5	ASTM D 3237 or ICP-OES
Manganese	mg/l		2	ASTM D 3831 or ICP-OES
Metals (excluding alkali metals)	mg/l		5	ICP-OES
Oxidation Stability	minutes	360		ASTM D 525
Sulphur	mg/kg		10	EN ISO 20846
Electrical conductivity	pS/m	200		ASTM D 2624
Final Boiling Point	oC		210	ISO 3405
Distillation Residue	%v/v		2	ISO 3405

Such detailed guidelines show the precise measurements of the compounds involved in creating race fuel. But one thing is missing from the table, which has only recently been added to Formula 1.

We are talking about ethanol and F1’s push towards a sustainable future. The racing series has declared that from 2022 onwards, race fuel must have 10% ethanol in the mixture. In other words, F1 cars must run on E10 fuel and cut down on their dependence on pure gasoline. The percentage of ethanol or bio-fuels will increase even further from 2025 till the entire composition of race fuel consists of sustainable compounds.

But why take such radical steps?

Well, Formula 1 is trying to save the environment by shifting their cars to sustainable fuels. They also know that their technology transfers quite quickly to road cars. Therefore, if they make the change now, future cars would become more environmentally friendly. The fuel they use will be ‘greener’ and the earth as we know it, might be spared from adopting EV technology and its side effects.

Bio-fuel Ethanol and its source 100

The interesting thing about ethanol is that it is extracted from various plant materials like corn starch or other non-edible fibrous materials. You do not have to cut down mountains or drill deep holes to extract this soon-to-be precious liquid.

In other words, it is a non-exhaustive renewable source which does not produce harmful carbon gases on combustion.

The process to produce ethanol is completed in a lab after which the pure ethanol is mixed with the gasoline to make the E10 fuel we can see in F1 cars today.

Ethanol and its effects on the engine 200

The introduction of ethanol in the mix is a good omen, right? After all, the world would benefit from manufacturers tuning their engines to support ethanol and then that technology would transfer to road cars. It sounds too good to be true, and it is!

You see, ethanol might be good for the environment but it is not suitable for a gasoline engine. So, the idea to introduce an increasing amount of ethanol in fuel looks good but it isn’t practical as of now. Perhaps, with the regulations in F1, we will get to see some improvements in the engine’s ability to adapt to such a change. But quick results won’t be possible and they might not be possible at all without sacrificing performance.

Currently, commercial fuel has 3 to 5% ethanol included in the mixture and that works. But experts believe that a 10% increase could do considerable damage to engine components. Let alone a 15% or 30% increase in composition. That’s because ethanol dries up the engine from the inside, causing damage to the injectors, fuel pipes, hoses, rubbers and other materials.

The last thing you would want is to do irreversible damage to your car. So, what is your way out?

Luckily, F1 teams and fuel suppliers have taken to the challenge and found ways to work around the issue. The Formula One racecars are a living example of how a 10% ethanol composition is efficiently possible and even sustainable.

You can take a look at the Ferrari and Shell partnership in the current F1 season. The Italian team feared a 20 HP loss due to the changes they made to their engine’s combustion chambers. The latter was necessary to mitigate the effects of the E10 fuel.

However, the team recently cut down the gap and found a way to regain the lost 20 HP, thanks to Shell. The renowned fuel supplier has found a way to make E10 fuel more powerful and efficient. In fact, Shell’s E10 fuel is expected to get even better in the coming few months. They could perfect the E10 fuel in a few years to make it commercially viable.

Unfortunately, Shell is tight-lipped on how they managed to extract 20 extra horsepower from their E10 fuel just by researching the chemicals and compounds. They do not want their rivals copying their research. But all the teams may come out with a different solution to the problem and find another unique way to tackle E10 fuels.

One thing is for sure, whatever hacks the fuel suppliers employ during this season and the next will come in handy in the future. We will know for sure once regular fuel would be forced to run a 10% ethanol composition.

Can race fuel be used in a road car?

We have already established that race fuel is quite similar to regular fuel. But if that is true, can you use race fuel in your daily driver?

The answer is no, you shouldn’t put race fuel in your car. First off, you won’t be able to find it too easily. But if you do get your hands on some, it would be dangerous for yourself and your car to run on specialized fuel.

The biggest reason is that modern cars are designed to run on unleaded fuel. A racecar, on the other hand, is designed to run on leaded fuel. You can see the composition for race fuel in the section above and there you will find that a maximum of 5 mg/l of lead is allowed in race fuel.

Meanwhile, your road-going sedan needs unleaded fuel, meaning you can’t even put a small amount inside. Otherwise, you would mess up the entire engine and the costs of repair would shoot through the roof.

Conclusion

Ethanol is becoming an increasing factor in racecars and it will soon be a concerning factor for road cars. We will see innovations in technology, like the one we saw by Shell. But the fuel part of the equation won’t be enough unless engines are redesigned and changed alongside it.

The efforts by Shell, its rivals as well as engine manufacturers would change the world as we know it! Perhaps, we will make it in time to stop total EV domination. Maybe we won’t make it, but the revolutionary research in fuel technology would help reduce carbon emissions a bit further. The trucks, ships and other large vehicles would be able to do their work without producing carbon emissions.

1280

Fuel System Cleaning

Fuel Injector Cleaners and Polyether-amine

September 2, 2022 Andy 4 Comments

In 2007, I revealed to the public the importance of PEA (polyether-amine) chemistry in fuel system cleaning. As a result of this revelation, polyether-amine is now a hot topic of discussion on most automotive websites. Nobody had even heard of it then, and now everyone is an “expert.”

Polyether-amine is critical for rapid fuel system cleaning and carbon removal from the combustion chamber and valves. Cleaning is fast, with improvements in vehicle running evident in just a few miles, particularly if the fuel injectors suffered from deposit build-up.

In fairness, the lower-cost treatments do a reasonable job cleaning old petrol or diesel injectors as any solvent-based cleaner. However, they fall short with modern high-pressure fuel systems, carbon removal, and removing deposits from the combustion and post-combustion areas. Unfortunately, high-quality polyether-amine (PEA) is considerably more expensive than polybutene-amine (PBA).

The introduction of gasoline direct injection (GDI) and generally higher pressure fuel systems on gasoline and diesel engines meant more development was needed. Products such as Oilsyn Petrol Doctor contains three detergent packs that work in synergy. They handle port injection, GDI, and carbon removal needs with the assistance of polyether-amine. This is also driven by changes to engine oils and how the lower viscosity oil vapor finds its way into the engine via the EGR system and other mechanisms. This results in a varying composition of deposit formation that requires a different cleaning approach.

When purchasing a fuel cleaner or conditioner, ensure it contains multiple detergent functions that address the different types of deposits and fuel systems.

1817

Carbon Cleaning, Turbo Cleaning & Maintenance

Turbo Cleaning and Turbo Cleaners

August 19, 2022 Andy 90 Comments

Not a week passes without us being asked by a customer or repair garage to recommend a solution for sticky turbocharger vanes on diesel engines.

While turbochargers offer enhanced performance for petrol and diesel vehicles, they’re not without problems. One of those is maintenance and cleaning – carbon can build up over time and use, threatening the turbo’s operation and other post-combustion components in the engine.

Understanding the Situation:

Let’s address why turbochargers clog up or accumulate deposits. A turbo is essentially driven by exhaust gases. These gases result from the combustion process and contain particulates, hydrocarbons, and even oil that have entered the system. What happens is that these particulates build up on the hot side of the turbo. The carbon can also build up on the wastegate, which creates problems for the turbo actuator in controlling the boost. The wastegate can then stick, which means the solenoid that controls the actuator is affected because it’s trying to draw more current than it’s designed for. The ECU picks up this condition and throws a warning light, putting the vehicle in limp mode.

The most common issue with turbos on diesel engines is carbon accumulation on the variable vanes mechanism, resulting in sticking vanes or complete seizure. This creates either an under-boost or over-boost condition, usually resulting in an engine warning light and tripping the limp home mode, restricting the vehicle to low power and sub 2.5k RPM.

Why do turbochargers accumulate deposits in the first place?

1. Accumulated deposits in the fuel system and combustion area will result in lower-quality combustion, resulting in additional hydrocarbons that will deposit in the post-combustion regions, such as the turbocharger.

2. Driving styles and types of journeys. Stop-start driving and short trips will take their toll as the engine cannot reach sufficient temperature to optimize combustion quality and help burn off existing carbon deposits. More hydrocarbons are produced while the engine is in its warm-up cycle.

3. Oil – this is the missing link. Many believe that post-combustion carbonaceous deposits are the result of un-combusted fuel only. This is not true. In diesel vehicles especially, the carbon is a mix of fuel AND oil. Oil bypassing the piston rings will end up in the combustion chamber, will not be fully combusted, and will end up deposited in the post-combustion areas such as the turbo, DPF, EGR, etc. Oil recirculating from the crankcase breather system can also deposit within the intake system.

From the above, you can see that there are several contributory factors.

Turbo Carbon Removal:

If you are unfortunate enough to have a turbo diagnosed with excessive carbon build-up, several options are available. Firstly, politely decline any suggestion that the turbo must be replaced unless the unit is proven faulty, damaged, or excessively worn. Excessive carbon does not fall into any of these categories.

Addressing the cause and any remedial work or treatments is equally important. It’s pointless tackling the carbon on the turbo directly without ensuring the fuel system runs efficiently because the chances are high that the turbo will accumulate more carbon immediately after cleaning if the fuel system isn’t clean and operating correctly. I repeatedly hear of garages replacing turbos only for the same problem to reoccur shortly after with the newly replaced unit. This may be profitable for the garage but not cost-effective or convenient for the customer.

Therefore, to resolve this issue, you first need to ensure the fuel system is clean and operating correctly. Various products on the market can achieve this.

In-tank fuel cleaners:

Forget the cheap cleaners, as these rely on the principle of natural cleaning through carbon scavenging. To learn more about that, read our article “EGR cleaning and EGR Cleaners.” These products clean the fuel system and improve the quality of the combustion process, resulting in cleaner exhaust gases. These cleaner exhaust gases, combined with heat, can naturally scavenge and clean the carbon from all post-combustion areas, including the turbo. This is somewhat effective, but you achieve the same results from a high-quality fuel system cleaner.

You could try a dedicated turbo cleaner if a fuel system cleaner doesn’t fully resolve the problem. Again, many products are available, but most share a common flaw – they are post-post-combustion catalysts that only address post-combustion carbon, leaving the fuel system alone.

The best solution is a chemistry that combines modern high-strength detergents to ensure the fuel system is clean AND fuel-borne catalyst technology to remove and burn off post-combustion carbons, such as Oilsyn CarbonCode DPF and Turbo Dr or Archoil AR6400-D MAX.

Products that utilize multiple detergents and fuel-borne catalysts that survive the combustion process and are still active post-combustion provide the best chance of removing deposits. If these don’t work, no other fuel-based turbo cleaner will make a difference.

This approach works about seven times out of ten, which is the highest success rate we have seen. Also, remember that heat is your friend, and occasionally dropping a gear or two to increase temperatures will assist the cleaning process.

If unsuccessful, the only option (besides cleaning the turbo in situ or removing it) is to try an aerosol-based cleaner sprayed into the air intake. The good ones contain a blend of chemicals, some of which survive the combustion process and reach the turbo. They are best used when the engine is cold as more product will reach the turbo.

Only turbos severely seized with a combination of solidified fuel and oil-based carbonaceous deposits may not respond to these treatments. In these cases, the only solution is to remove the turbo for manual cleaning.

Prevention and maintenance:

Carrying out the below will provide the best possible chance of preventing deposit build-up and potential turbocharger malfunction.

1. Keep the fuel system and combustion area running efficiently by using a regular high-quality fuel conditioner such as Oilsyn Diesel Power/Race DNA or Archoil AR6900-D MAX. These will improve combustion quality and reduce the amount of recirculating hydrocarbons, even when the engine is cold.

2. Use the best quality oil possible or, at the very least, fortify it with an additive such as Oilsyn Velosyn, Archoil AR9200, or AR9400. Not only will this protect the turbo against wear, but it will keep the crankcase clean, maintain engine compression (this reduces oil bypassing the piston rings), and help prevent adhesion within the intake system, turbo, and EGR even if it does bypass the rings or crankcase breather system.

3. If you suspect a reduction of cylinder compression, use a professional engine flush or advanced cleaner such as Oilsyn ReleaseTech Power Flush or Power Cleaner, followed by an oil change. It is often postulated that compression loss results from engine (piston/rings/cylinder) wear. This is not always the case. Most compression loss conditions result from deposit build-up on the piston rings and skirts. The build-up then forces the rings from the bore and thus reduces engine compression. A professional flush will resolve this quickly and effectively. A high-quality oil and additive pack will help prevent any future deposit build-up or compression loss.

4. Occasionally drop down a gear or two to increase the revs and thus increase the temperature. Heat is your best friend when it comes to removing carbon. This is also important when using any fuel additives as it will enhance the efficacy of the cleaning chemistry.

Many fully synthetic oils with low SAP or ash content designed for DPF-equipped vehicles do not have sufficient quality or additive strength to keep the turbo well lubricated for the extended oil drain cycles. Some are supposedly designed to last up to and beyond 20,000 miles. However, from our experience and oil analysis, these oils struggle long before that mileage is reached.

I recommend researching your engine and vehicle to understand the turbocharger’s susceptibility to failure or deposit accumulation. If there are documented cases of either of these, we advise that you use the appropriate lubricants and additives to ensure your vehicle does not encounter the same problems.

Please don’t hesitate to contact us if you need further advice.

Oilsyn and Archoil products can be purchased from http://www.powerenhancer.co.uk

1253

Fuel Addtives

Difference between Oilsyn Diesel Power/Race DNA, Oilsyn Hybrogen and Archoil AR6900-D

August 3, 2022 Andy 98 Comments

Fuel additive science is not definite. There are too many influencing factors and different requirements 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 the engine, fuel, and user requirements.

This is also why it becomes difficult to recommend the best fuel conditioner for you and why Oilsyn and Archoil usually offer sample sizes of their most popular products so you can test and decide which works best for you and your vehicle.

Take Archoil AR6900-D or Oilsyn Diesel Power DNA as examples. They deliver a multitude of functions that include fuel stabilization, 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 number, and detergent performance and combine this with the fact that engines respond differently to each of the functions mentioned above, it is no wonder it is impossible to achieve a 100% success rate with additive use. However, Oilsyn can get closer to it than most by offering a range of technologies that provide different functions or deliver similar functions differently. In contrast, most competitor products are simply cetane improvers with a cheap mono-acid lubricant. This includes many of the popular brands.

This is where Oilsyn Diesel Race DNA enters the arena. It delivers even more cetane, arguably the best-performing lubricant on the market right now, and a combustion catalyst. It has low cleaning performance because that robs the engine of power. Diesel Race DNA cannot be beaten for the ultimate performance and lubricity. The difference can be night and day when using this.

Oilsyn Hybrogen is helpful for maximum MPG and lowest emissions or with engines that don’t respond well to higher cetane diesel. Hybrogen is essentially an aggressive combustion modifier. It helps clean naturally through cleaner combustion gases. It improves combustion quality by manipulating the fuel rather than “treating” it.

From testing, we know that some customers prefer Diesel Race DNA, some Diesel Power DNA, some Archoil AR6900-D, and others Hybrogen. Most notice the greatest difference when using Diesel Power or Race DNA simply due to the lubricant that is not found in any other diesel additive.

Quick summary of each product:

Oilsyn Diesel Race DNA – Designed for maximum performance and lubricity. Outstanding cetane improver, lubricant, and combustion improver. It is much better on engines that respond well to additional cetane and where the customer wants maximum performance and protection.

Archoil AR6900-D MAX – Designed for all-around performance and protection. Good lubricant, stabilizer and cleaner, great cetane improver, and combustion improver. Often better on engines that respond well to additional cetane.

Oilsyn Diesel Power DNA – Designed for all-around performance and protection. Outstanding lubricant and cleaner, great cetane improver, and combustion improver. Often better on engines that respond well to additional cetane or where there is a requirement to reduce diesel clatter.

Oilsyn Hybrogen Road – Designed for maximum MPG and lowest emissions. Excellent combustion modifier with natural cleaning. Often works where MPG and power increase results have been less than expected with products that raise cetane.

Please note this is an approximate guide, and we are always available to advise further. However, we strongly recommend that customers test to see what works best for them.

1821

Engine Cleaning & Flushing

How to Break-in, Bed-in, Run-in an Engine – The Definitive Guide

July 30, 2020 Andy 1 Comment

It is almost certain that the user manual of any new vehicle you purchase will stipulate a running-in period, usually 1,000 miles or more. Why is this? Is it even necessary with modern engine’s technological advances and machining techniques?

I’ll answer the second part first – No, not in my professional opinion. I’ll get onto the “why” later.

Going back a few decades, cylinder liners underwent a single-stage honing process that left a crosshatch pattern on the surface of cylinders or cylinder liners. Sharp, jagged edges created by the newly honed surfaces then needed to be removed or smoothed to provide an optimum seal between the piston compression rings and cylinders.

This was best achieved with lower quality, usually mineral-based, engine oil allowing the piston rings to bed in against the cylinder, thus creating a tight seal. This bedding in process, basically “controlled wear of engine components,” included a gradual increase in load and revs on the engine over a period of running hours and miles. This was essential to deliver a good seal and cylinder compression and limit engine oil consumption. The engine oil would be replaced with a higher quality semi or fully synthetic oil with friction modifiers designed to lower friction and reduce further wear.

It is much different now since manufacturers introduced a final stage of the honing process. Referred to as a plateau hone, this finishing process simulates most of an engine run-in by removing the sharp, uneven ridges created by the primary honing process. It guarantees an almost perfect seal from the outset or at least very close. It also enables manufacturers to use high-quality synthetic oils from the factory without a need for running-in oil.

Therefore, in my opinion, any final running-in should ideally be completed promptly and not over 1000+ miles, with a risk of bore glazing resulting in reduced power loss and potential excessive oil consumption.

So why do manufacturers still insist on a lengthy running-in period?

I have spoken to numerous professionals on this subject, including a Metallurgy Professor who has worked with vehicle OEMs. There is no definitive answer, but here are my conclusions:

1. Manufacturers may be using the running-in period to mitigate minor machining tolerance issues from the manufacturing/assembly process, which may then be resolved through other bedding-in. However, I believe any underlying fault would likely surface at some point regardless of how an engine is run-in.

2. Even though the engine may not require as much bedding-in, other components such as the drivetrain (manual clutches, auto clutch packs, differentials, etc.) may do so. Then there are brake pads and discs, not forgetting those brand-new tyres. You get the idea.

3. User orientation. Being new, the car is likely to feel very different, and driving more cautiously gives the user time to become more accustomed to the vehicle.

4. Finally, the £ – applicable to BMW M-cars. Every M car owner knows the importance of the 1200-mile running in service, which requires an engine oil and filter change at a minimum. However, even BMW acknowledges that the factory fill oil is the same specification oil used for the 1200-mile run-in service. Oil analysis taken from the initial 1200-mile period has shown minor material wear or insufficient to warrant a change after 1200 miles. It is a nice way to squeeze in a money-making service.

Now we look at the other end of the spectrum. There is a consensus that owners of brand new vehicles should drive them “normally” from new or drive them like they stole them! This is also incorrect. Even though a plateau hone has done a lot of the hard work for you, there is still some work left to do.

This is how I “bed-in” my new cars; none have ever required oil top-ups between services. These include high-performance vehicles such as Audi S and RS models and BMW M cars.
I usually complete the engine run-in within 200 miles, with the first 50 miles being the most critical.

1. MOST IMPORTANT: Bring the engine to FULL operating temperature through everyday driving, allowing the engine to rev freely. Do not lug a brand new engine or leave it idling for an extended period! Where possible, use manual shifting with automatic transmissions to stop it from holding on to high gears and lugging the engine.

2. In the lower gears, particularly 2nd and 3rd, and where safe to do so, accelerate moderately to approximately 2/3 of the rev range and let the vehicle slow down using the engine brake rather than the foot brakes.

3. Repeat this process, slowly increasing the throttle to increase the accelerative effort/engine load. Then, move up to 4th and 5th gear for vehicles with transmissions with seven or more gears. Again, only when safe to do so and remaining respectful to other road users. Drive the car normally for a short while, allowing the engine to cool.

4. Repeat steps 2 and 3 but increase the revs by approximately 1,000 each time, building up the load and gears until you eventually reach full revs in mid-range gears. Achieving full RPM in top gears is unnecessary to bed-in an engine fully. It is also unsafe on a public road. Full throttle in the mid gears to full RPM and full throttle to a safe RPM in the upper gears is sufficient. It is not an exact science, and 50 miles is sufficient to give you an idea of how much running-in is required.

5. For the remaining 100-150 miles, drive the vehicle normally but occasionally with a full-throttle run in lower-mid to mid gears using the natural engine braking to slow the vehicle down. The engine should now be entirely run in.

I hope this proves helpful. Please read our article “Eradicate Bore Glazing” HERE to correct any existing bore glazing condition.

1020

Engine Cleaning & Flushing

How to Remove Engine Glaze and Restore Cylinder Compression

April 30, 2020 Andy 3 Comments

There are numerous causes of cylinder compression loss. The first is poor engine break-in. If you haven’t already done so, we recommend you read our guide on “Engine Break-in” HERE.

Providing it hasn’t been left too long, and the glazing hasn’t resulted in bore polishing (bore wear), the glaze can be removed and cylinder compression restored. Left untreated, it can result in bore polishing, when the machined hone marks wear away. This can only be corrected by re-honing the cylinder walls.

Engine glaze is a condition where hardened oil deposits fill the asperities in the cylinder hone markings. When this occurs, engine oil has nothing to “grip” onto, so it cannot deliver the necessary lubrication and protection. It also limits the seal between the piston rings and cylinder, resulting in a loss of engine power and excess oil consumption. These hardened deposits cannot be removed with conventional engine flushes.

Another cause is poor oil quality. The oil stock can break down, burn, and create a glaze. This causes combustion gases to blow by the piston rings, contaminating the oil further and thus creating a vicious cycle of oil breakdown. Neglected engines and overused engine oil can also contribute to this.

Bore glazing is particularly prevalent in engines that run idling for extended periods. This includes generators, but the issue is more commonly attributed to marine engines. Removing cylinder glazing will enable the piston rings to re-seat against the liner and ensure the lubricating oil can lubricate and protect as intended.

How do you fix compression loss from suspected bore glazing?

Effective and rapid cleaning is not a simple task. It requires a much stronger and more complex product with chemistry that rapidly cleans while protecting the engine. This is not a job for a cocktail of cheap solvents. Delivering sufficient protection to the engine can be a challenge for conventional de-glazing products to the degree that cleaning performance is compromised. Many rely on the existing engine oil without adding any additional lubricity package.

We recommend Oilsyn ReleaseTech Power Flush, which contains unique and powerful cleaning agents within a non-interference, very lubricious, proprietary ester base. This ensures the engine is protected throughout the cleaning cycle to the degree that, under professional use, the vehicle can be driven gently for a short period with ReleaseTech in the engine oil to improve cleaning performance. Cleaning power and engine protection are not compromised.

Cleaning the engine lubricating system

ReleaseTech’s powerful formula not only helps restore engine compression but effortlessly removes deposits from within the engine and sump. Deposits are safely dispersed and held in suspension within the lubricating oil without any risk of blocking oil channels, provided the oil is drained immediately after the cleaning cycle. This will improve efficiency and help extend oil life while reducing excess engine noise and clatter.

ReleaseTech Power Flush will not restore actual engine wear. Still, it remains a cost-effective way of determining if the underlying issue is engine glaze and thus provides a process of elimination before any costly strip-down. If Oilsyn ReleaseTech doesn’t fix it, no other engine-flush product will likely make a difference. Depending on the severity of wear, the engine will require an oil compression/viscosity additive or, worse, a cylinder re-hone.

Customers of ReleaseTech Power Flush report improved engine performance in cases of restored engine compression, quieter running, and engine oil that stays cleaner for longer.

Oilsyn is confident that ReleaseTech Power Flush or Power Cleaner will offer the best chance of restoring lost engine compression, and it comes with a full money-back guarantee if it does not.

ReleaseTech Power Flush can be purchased HERE.

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