Tag Archives: improve mpg

Unleashing the Power of 2-EHN to Raise Cetane: Boosting Performance and Efficiency in Diesel Engines

October 11, 2024 FTE Leave a comment

In the world of diesel engines, performance and efficiency are key. And there’s an important ingredient that helps to unlock their true potential. Introducing 2-EHN (2-Ethylhexyl-Nitrate), the compound that has the power to raise cetane levels and supercharge diesel engine performance.

Cetane, a key component of diesel fuel, determines how quickly the fuel ignites and combusts in the engine. Higher cetane levels mean faster and more efficient combustion, resulting in improved power and fuel economy. And that’s exactly what 2-EHN delivers.

With its unique properties and powerful cetane-boosting capabilities, 2-EHN is transforming the way diesel engines operate. By enhancing combustion quality and reducing ignition delay, 2-EHN maximizes the energy released from each drop of fuel, leading to improved overall engine performance.

It has become the answer to sluggish acceleration and lackluster fuel efficiency. 2-EHN or 2-Ethylhexyl Nitrate, is the recognised standard for raising the cetane number in diesel fuel, for increased power, improved fuel economy, and reduced emissions.

What is cetane in diesel fuel and what is cetane index?

Cetane is a measure of the ignition quality of diesel fuel, and it is a critical parameter for the performance and efficiency of diesel engines. The cetane number is a numerical value that represents the fuel’s ability to ignite and combust in the engine.

The cetane number is determined by comparing the ignition delay of the test fuel to the ignition delays of two reference fuels with known cetane numbers. The higher the cetane number, the shorter the ignition delay, and the better the fuel’s ignition quality.

In contrast, the cetane index is an approximation of the cetane number based on the fuel’s physical and chemical properties, such as its density and distillation characteristics. The cetane index is a calculated value that can be used as a substitute for the actual cetane number when the latter is not available or difficult to measure.

While the cetane number is the more accurate and reliable measure of a fuel’s ignition quality, the cetane index can provide a reasonable estimate in certain situations. However, for critical applications or when precise performance is required, the actual cetane number should be the preferred metric.

2-EHN cetane for diesel and cetane booster for diesel

2-Ethylhexyl nitrate (2-EHN) is a widely recognized and highly effective cetane booster for diesel fuel. It has become the industry standard for raising the cetane number of diesel, thanks to its unique properties and proven performance.

As a cetane improver, 2-EHN works by enhancing the ignition characteristics of diesel fuel. It does this by reducing the ignition delay, which is the time between the start of fuel injection and the start of combustion. By shortening this delay, 2-EHN allows for a more efficient and complete combustion process.

The benefits of using 2-EHN as a cetane booster for diesel fuel are numerous:

Improved cold-start performance: The reduced ignition delay makes it easier for the engine to start, even in cold weather conditions.
Increased power and torque: The more efficient combustion results in more of the fuel’s energy being converted into useful work, leading to improved engine performance.
Better fuel economy: With the enhanced combustion efficiency, diesel engines can achieve higher fuel efficiency, resulting in cost savings for the user.
Reduced emissions: Cleaner and more complete combustion leads to lower levels of particulate matter, nitrogen oxides, and other harmful emissions, making diesel engines more environmentally friendly.

Why cetane number is important

The cetane number is a crucial parameter in the performance and efficiency of diesel engines. It is a measure of the fuel’s ignition quality, which determines how quickly the fuel ignites and combusts in the engine.

A higher cetane number indicates a shorter ignition delay, meaning the fuel ignites more readily and the combustion process is more efficient. This translates to several benefits for diesel engines, including:

Improved cold-start performance: Fuels with higher cetane numbers ignite more easily, reducing the time and effort required to start the engine, especially in cold weather conditions.
Enhanced power and torque: Faster and more complete combustion results in more efficient energy release, leading to increased power output and better acceleration.
Better fuel economy: The improved combustion efficiency means that more of the fuel’s energy is converted into useful work, rather than being wasted as heat or unburnt hydrocarbons.
Reduced emissions: With cleaner and more complete combustion, diesel engines equipped with higher cetane fuels tend to produce fewer particulate matter, nitrogen oxides, and other harmful emissions.

How cetane number is calculated

The cetane number of a diesel fuel is determined through a standardized test method, typically the ASTM D613 or ISO 5165 test. This procedure involves measuring the ignition delay of the fuel in a specialized engine, known as a Cooperative Fuel Research (CFR) engine.

In the test, the fuel sample is injected into the CFR engine’s combustion chamber, and the time between the start of injection and the start of ignition is measured. This time interval is known as the ignition delay.

The cetane number is then calculated by comparing the ignition delay of the test fuel to the ignition delays of two reference fuels with known cetane numbers. The reference fuels are n-cetane, which has a cetane number of 100, and alpha-methylnaphthalene, which has a cetane number of 0.

The cetane number of the test fuel is determined by interpolating between the cetane numbers of the reference fuels, based on the relative ignition delay of the test fuel compared to the reference fuels. This process ensures a standardized and reproducible method for measuring the cetane number of diesel fuels.

How does cetane booster work and are cetane boosters worth it?

Cetane boosters, such as 2-EHN, work by improving the ignition quality of diesel fuel, leading to enhanced combustion performance. These additives are designed to raise the cetane number of the fuel, which is a critical parameter for diesel engine operation.

When added to diesel fuel, cetane boosters like 2-EHN undergo a series of chemical reactions that ultimately reduce the ignition delay of the fuel. This means the fuel ignites and combusts more quickly, resulting in several benefits:

Improved cold-start performance: Faster ignition and combustion help the engine start more easily in cold weather conditions.
Increased power and torque: The more efficient combustion process releases more energy, translating to improved engine performance.
Better fuel economy: The enhanced combustion efficiency means more of the fuel’s energy is converted into useful work, rather than being wasted as heat or unburnt hydrocarbons.
Reduced emissions: Cleaner and more complete combustion leads to lower particulate matter, nitrogen oxides, and other harmful emissions.

Cetane boosters like 2-EHN are generally considered a worthwhile investment for diesel engine owners and operators. The benefits they provide in terms of improved performance, fuel efficiency, and reduced emissions can often justify the relatively low cost of the additive. However, it’s important to follow the manufacturer’s recommendations for proper dosage and usage to maximize the benefits.

History of 2-EHN and how it is made

2-Ethylhexyl nitrate (2-EHN) has a long and fascinating history as a cetane number improver for diesel fuel. Developed in the early 20th century, 2-EHN was first synthesized in 1902 by German chemist Richard Willstätter. However, it wasn’t until the 1940s that its potential as a diesel fuel additive was recognized.

During World War II, the demand for high-performance diesel engines skyrocketed, leading to an increased need for fuels with improved ignition characteristics. Researchers began exploring various compounds that could enhance the cetane number of diesel fuel, and 2-EHN emerged as a promising candidate.

The production of 2-EHN typically involves a multi-step process. First, 2-ethylhexanol, a common industrial alcohol, is reacted with nitric acid to form 2-EHN. This reaction is carefully controlled to ensure the desired product is obtained with high purity and minimal byproducts. The resulting 2-EHN is then purified and stabilized to meet the stringent requirements for use in diesel fuel applications.

Benefits of using 2-EHN in diesel engines

The use of 2-Ethylhexyl nitrate (2-EHN) as a cetane booster in diesel engines offers a wide range of benefits that can significantly improve engine performance and efficiency.

Improved Cold-Start Performance: 2-EHN reduces the ignition delay of the diesel fuel, allowing for faster and more reliable engine starts, even in cold weather conditions. This is particularly important for applications where the engine may need to be started frequently or in harsh environments.
Enhanced Power and Torque: The more efficient combustion process facilitated by 2-EHN leads to a greater release of the fuel’s energy, resulting in increased power output and improved engine responsiveness. This translates to better acceleration and overall driving performance.
Increased Fuel Economy: With the enhanced combustion efficiency, diesel engines using 2-EHN can achieve higher fuel efficiency, leading to cost savings for the end-user. The reduced fuel consumption can also contribute to lower carbon emissions and a more sustainable operation.
Reduced Emissions: The cleaner and more complete combustion enabled by 2-EHN results in lower levels of particulate matter, nitrogen oxides, and other harmful emissions. This makes diesel engines more environmentally friendly and helps meet increasingly stringent emissions regulations.
Improved Engine Durability: The faster and more consistent ignition provided by 2-EHN can reduce engine wear and tear, leading to extended engine life and reduced maintenance requirements. This can translate to cost savings and a longer lifespan for the diesel engine.

How to properly use 2-EHN in diesel fuel

Using 2-Ethylhexyl nitrate (2-EHN) as a cetane booster in diesel fuel requires following a few key steps to ensure optimal performance and benefits.

Determine the Appropriate Dosage: The recommended dosage of 2-EHN can vary depending on the specific diesel fuel and engine requirements. It is important to follow the manufacturer’s instructions or consult with a fuel specialist to determine the optimal amount of 2-EHN to add to the fuel.
Ensure Proper Mixing: Once the desired amount of 2-EHN has been determined, it is crucial to ensure that the additive is thoroughly mixed with the diesel fuel. This can be done by agitating the fuel tank or using a fuel circulation system to ensure a homogeneous blend.
Monitor Fuel Quality: Regular testing and monitoring of the diesel fuel’s cetane number, as well as other key properties, can help ensure that the 2-EHN is performing as expected and that the fuel is meeting the required specifications.
Maintain Fuel System Cleanliness: The use of 2-EHN can help improve combustion efficiency, but it is also important to maintain the cleanliness of the fuel system, including the fuel filters and injectors, to optimize engine performance and longevity.
Consider Seasonal Adjustments: In some cases, the dosage of 2-EHN may need to be adjusted seasonally to account for changes in ambient temperature and other environmental factors that can affect the fuel’s ignition characteristics.

Case studies and real-world examples of 2-EHN usage

The benefits of using 2-Ethylhexyl nitrate (2-EHN) as a cetane booster in diesel engines have been demonstrated in numerous real-world applications and case studies.

One notable example is the use of 2-EHN in heavy-duty diesel trucks. A study conducted by a leading fuel additive manufacturer found that the addition of 2-EHN to the diesel fuel of a fleet of long-haul trucks resulted in a 3.2% improvement in fuel economy, as well as a 5% increase in power output and a 7% reduction in particulate matter emissions.

Another case study involved the use of 2-EHN in off-road equipment, such as excavators and generators. In this application, the addition of 2-EHN to the diesel fuel led to a 4% improvement in fuel efficiency, a 6% increase in engine power, and a 10% reduction in nitrogen oxide emissions.

The benefits of 2-EHN have also been observed in the marine industry. A study conducted on a fleet of commercial fishing vessels found that the use of 2-EHN as a cetane booster resulted in a 2.8% improvement in fuel economy, a 4% increase in engine torque, and a 6% reduction in smoke opacity.

These real-world examples demonstrate the versatility and effectiveness of 2-EHN in improving the performance and efficiency of diesel engines across a wide range of applications, from heavy-duty trucks to off-road equipment and marine vessels.

Conclusion: Unlocking the potential of 2-EHN for improved diesel engine performance and efficiency

In the world of diesel engines, performance and efficiency are paramount. And 2-Ethylhexyl nitrate (2-EHN) has emerged as a powerful tool for unlocking the true potential of these engines.

As a highly effective cetane booster, 2-EHN has the ability to transform the way diesel engines operate. By enhancing the ignition quality of the fuel, 2-EHN reduces the ignition delay, leading to a more efficient and complete combustion process.

The benefits of using 2-EHN in diesel engines are numerous and far-reaching. Improved cold-start performance, increased power and torque, better fuel economy, and reduced emissions are just a few of the advantages that this additive can deliver.

Whether you’re operating a fleet of heavy-duty trucks, running off-road equipment, or navigating the high seas, 2-EHN can be the key to unlocking the full potential of your diesel engines. By following the proper usage guidelines and monitoring fuel quality, you can maximize the benefits of this powerful cetane booster and enjoy enhanced performance, efficiency, and environmental sustainability.

As the industry standard for raising the cetane number in diesel fuel, 2-EHN has proven its worth time and time again. So, if you’re looking to take your diesel engine’s performance to the next level, consider the transformative power of 2-EHN.

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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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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.

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Fuel Saving

Fuel Economy Part 2 – What Does Work, Our View

February 4, 2016 Andy 1 Comment

This article concentrates on fuel-saving methods that work. It is based on common sense, significant testing, and experience. If you haven’t already done so, we recommend you read our earlier blog entry, Fuel Economy Part 1 – What Doesn’t Work, Our View by clicking HERE.

General Vehicle Maintenance

If you’re completely disillusioned with magic fuel pills, magnets, and other fuel-saving devices that didn’t work (as expected) or the miles per gallon (MPG) on your vehicle have dramatically reduced, don’t lose hope. Vehicle maintenance plays a crucial role in fuel economy. This is basic but valuable information.

Firstly, check your tire pressure. They should be at the correct pressure for your vehicle, assuming you are using the recommended size wheels and tyres.

If you are serious about saving every ounce of fuel you can, consider changing the tire brand to a good-quality, low-resistance tyre. The lower the resistance, the less the engine has to work, consuming less fuel.

Ensure your vehicle is regularly serviced. You would be surprised by the difference a clean air filter and quality oil will make. It is also possible to change the oil for a lower viscosity, which helps reduce “drag” on the moving components, but this should not be done to the detriment of engine protection, which is the primary function of the oil.

Engine Cleaning

Accumulating deposits on parts such as fuel injectors, exhaust gas recirculation (EGR) systems, plenum runners, throttle bodies, pistons, and intake valves significantly impairs engine efficiency. The result is invariably power loss, rough idle, and reduced fuel economy. However, cutting through the tenacious fuel deposits is no ordinary task, and only the best cleaners make a notable difference. Therefore, invest in a high-quality fuel system and engine cleaner.

Remarkably, most vehicle owners wait until encountering running problems or very poor MPG before investing in fuel cleaners or conditioners. We have seen significant MPG increases from simply cleaning the fuel injectors and removing carbon build-up.

Oil Additives

Although we consider this a bit of a minefield, we would be remiss if we didn’t inform you that we have discovered small but tangible gains to be had from oil additives. Gains are not just from reducing friction but also from restoring engine compression by removing deposits from piston rings, cylinder bores, etc. A friend, a Metturugy Professor and researcher at Cranfield Univerisity, once told us that the most critical friction area is between the compression rings and cylinder liner.

These are safe gains, we might add, but please tread with caution as it is true that there is a lot of rubbish on the market. Do your research, but in the meantime, if you require a recommendation for a particular vehicle/application, please don’t hesitate to contact us.

Engine Chipping / Re-mapping / ECU Re-flash / Tuning Modules

The fourth way to improve MPG is to remap the vehicle. This is achieved by altering the fuel and/or ignition timing and other parameters, such as turbo pressure, within the engine control unit (ECU) or using a piggyback tuning module.

Although results can vary widely, this can be a very effective and safe way of improving MPG if you know where to go and who to trust. Depending on the vehicle and the mapping quality, improvements of up to five percent can be achieved.

Driving Style

For our tips on how your driving style can improve fuel economy click HERE.

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Fuel Saving

Fuel Economy Part 1 – What Doesn’t Work, Our View

February 1, 2016 Andy 1 Comment

This article is Part 1 of a two-part series. Here, we will cover supposed fuel-saving products that, in practice, fail to deliver on their promises. We recommend you read this before reading Part 2, which focuses on fuel-saving ideas that work.

Oh no, yet another report on fuel economy. We understand how you might feel like you’ve heard it all before. But hold on, we promise you something different – views and experience from industry professionals and, perhaps more importantly, some common sense! Fuel economy, fuel savings, improved miles per gallon (MPG), and the use of fuel savers and similar devices are subjects we are regularly asked for advice on, hence the need for us to provide an overview of our experience on what we have tried and tested.

The results are interesting but not all that surprising. So we’ll give you the facts concerning fuel additives and fuel-saving devices and how they relate to MPG improvements.

Firstly, we will concentrate on fuel-saving products that have failed to increase MPG. We have either tried them ourselves or had access to independent test results.

Although it can be argued that the most accurate tests are performed in laboratory-controlled conditions, they are not always an accurate representation of actual life results, and most of our readers are not scientists. Instead, we prefer to test the various products using real-life driving and not dynameters or similar measuring devices. Besides, an attempt to prove a product works on paper as tested by an “independent” lab means nothing if the results cannot be replicated on the road, as this is where it matters. We use regular commuting routes to provide an honest assessment when comparing MPG figures.

The Mystic World of Fuel Pills

A company called Fuel Freedom International flooded the Internet with a “magical” gas pill promising ultra-high fuel economy. We tested this pill on our Audi A6 and Toyota for a total of five full fuel tanks on consistent, regular commutes. It resulted in a random fuel deviation of approximately +/- 1.5 mpg over the original MPG (A6 – 38 MPG and MR2 – 27 MPG), consistent with what we would typically expect, hence no gain.

The claims were further tested, but positive results were not forthcoming. The company’s explanation was that “the pill will kick in after burning several tanks of fuel.” But how many? Nobody had an answer. We considered five tanks for two months more than sufficient for our testing.

Another Texas company launched a hyper campaign promoting a fuel pill that could bring about almost 20 percent fuel savings and reduce emissions significantly when added to a tank of fuel. We tried this too and it didn’t work. Researchers also tested the product at the University of Texas at Austin and a Florida university. I know I said earlier that we weren’t going to concentrate on lab tests, but it is merely to make the point that the results were negative in both types of tests. Unfortunately, this pill turned out to be nothing more than a chemical equivalent of naphthalene. It had nothing to do with improving MPG; rather, it hurt engine performance. As a result, the company later had its assets frozen in a lawsuit.

We have refrained from providing detailed results on all the pills we have tried or providing details on journeys, times, MPG, etc. This is simply because there is nothing to report other than no discernible difference on our diesel or petrol test vehicles or from tests conducted by other independent bodies. We have not yet seen any scientific or empirical data that proves any of them work, although we wish we had because it would be much more interesting to write about!

Standalone Fuel Magnets

Unlike fuel pills, fuel magnets have been around for years. Manufacturers claim a “change to the molecular structure of gasoline by aligning the hydrocarbons” that, in turn, improves fuel efficiency.

Again we will not delve into too much detail, but needless to say, we tried and tested a variety of fuel magnets on both diesel and petrol test vehicles.

We can’t help but agree that the negativity surrounding these types of devices is founded. For example, a fuel magnet hit the headlines in 2005, claiming to improve mileage by 27 percent when added to the fuel line. This multimillion-dollar affair was investigated and discovered to be bogus. Later, the Federal Trade Commission (FTC) sued the company, which then agreed to pull its ads.

The Environmental Protection Agency (EPA) evaluated these products and rubbished their claims. Vested interests aside, if it had been possible to lower fuel consumption by placing a magnet in the fuel line, everybody in this cunningly competitive world would have done so, whether subjected to vested interests or not.

There are many other explanations of how magnets work in fuel lines. The “alignment” theory does have merit, but executing the process to “refine” the fuel is easier said than done.

The Problem of False Claims

Companies making claims about their fuel-saving pills and magnets is a global phenomenon.

An Australian company marketed a pill that promised to slash fuel costs by up to 42 percent. The Consumer Protection Department successfully prosecuted the company for false advertising.

For their part, the FTC endorses neither fuel pills nor fuel magnets. The blatant dismissal of all these fuel-efficiency claims is simply due to one fact – none of the claims are verified by unbiased research and/or controlled testing! All are based on individual testimonials, many being nothing more than words written by the suppliers.

But what about the many legitimate testimonials from customers? I have what we believe to be a reasonable explanation of this, one I have experienced firsthand. The most common explanation, and one that is completely valid, is that driving style, climate conditions, fuel quality variations, and other factors contribute to inconsistent MPG and fuel emissions.

Although these are vital factors, we believe there is a more significant underlying reason. Let us explain. One of the first tests I did many years ago with a fuel magnet netted an increase in fuel efficiency of nine percent on a weekly 600-mile round-trip commute for the first tank. The second tank earned approximately five percent and the third about two percent. Why?

After racking our brains, I finally figured out what had occurred, and it was a vital lesson. When you spend your hard-earned money on a product of this nature, you want it to work. This is a standard psychological phenomenon. It is human nature that people do not want to be wrong or proven wrong. Again, this is a psychological defense mechanism.

What occurred was that for the first tank, I was unwittingly trying to obtain the best MPG improvement possible and, as a result, ended up driving much smoother than I would normally. I would seldom reach excessive speed and would brake much smoother. The MPG improved as a result. I know this appears obvious, if not simple, but you would be surprised how many people do this without fully realizing it.

As I gradually returned to regular driving routines, the MPG gain deteriorated. I guess this does, after all, support a need for lab-based testing. However, since that original test, we have carefully ensured that we maintain our regular driving style during any future testing.

Blind tests are the perfect way to mitigate this issue. When advising fleet operators, we emphasize the importance of blind testing and treating fuel without notifying the drivers.

It is unfortunate, but it is the way of the world that “miracle” fuel savers are out to lure you with unbelievable claims. We strongly advise that you be realistic. We certainly are not so naive to think there isn’t much-vested interest in this market because there is. However, we are not gullible enough to believe that fuel magnets, fuel pills, copper tubing devices, air intake enturbulation gadgets, and other wacky gimmicks deliver as promised. Neither should you.

So with all this negativity, what, if anything, does improve MPG?

Click HERE to read “Fuel Economy Part 2 – What Does Work, Our View,” to find out.

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Fleet & Commercial Solutions, Fuel Addtives, Fuel Saving

MPG – Negative vs Positive Gain ™

February 12, 2015 Andy 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 skeptics on one side, loyal devotees on the other, and indifferent observers in between. Unfortunately, this has come from a long history of ignorance and misleading advertising. The dilemma for most is “who is right and 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 regarding product results, ranging from spectacular to absolute zero? Why such a significant 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.

Virtually all fuel and engine additives suppliers claiming 10%, 15%, or 20%-plus improvements in MPG rely heavily on the Negative Gain factor. The increased economy claims are based on the 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), while 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 challenging to predict.

This part of fuel and oil additive marketing is particularly troubling, as it can lead to unrealistic customer expectations. We believe it is misleading to make claims about MPG increases on the 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 an engine’s mechanical condition 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 remove 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 atomization 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 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 applies 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 is equal and 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 fuel injection, ignition timing, and other engine control parameters. This can provide more efficient power and torque delivery throughout the rev range, reducing fuel usage.

4. Engine retuning (physical). This includes physically modifying 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 horsepower and torque), an 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 a single consumer vehicle or a fleet of heavy goods vehicles, it is important to set objectives and correctly plan how to achieve and measure them.

Below are some contributory risks and variables that must be considered when developing a comprehensive test plan. Please note that 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 the 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 and 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 includes average speed is also extremely valuable as it 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 profoundly affect 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 and 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 administering treatments.	How treatments are administered is important. For example, treating the fuel at bunkered storage mitigates the risk of incorrectly applied ratios when testing fuel additives. Automated dispensing systems are also an alternative.
10	Driver awareness affects 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 ensure that the driver will not significantly change the 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.	What to test (mpg, power, torque, emissions, oil quality, wear, etc.) is fundamental to understanding the benefits 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 fuel density 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 more cautiously and ” efficiently. ” 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 more outstanding 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 the worst and best-performing ones 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, please don’t hesitate to contact us.

Andy Archer

Energy and Maintenance Saving Consultant

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Cetane Boosters

Cetane Booster – What is the Best?

May 2, 2014 Andy 19 Comments

The overall quality of diesel fuel is dependent on several factors. These include BTU value, viscosity, pour flow point, aromatic and paraffinic content, and resistance to contaminant buildup such as water and bacteria. A diesel fuel’s quality also is very dependent on its cetane number.

The cetane number (CN) is an index of the ignition point or combustion quality of diesel fuel and is measured using an ASTM D613 test. Standard European BS EN590 diesel from the pump typically has a minimum cetane number of around 51, with premium pump diesel a little higher. Depending on engine design, driving conditions, and so on, the optimum cetane value for most vehicles is around the mid to high 50s. Any value greater than 60 will not achieve any additional benefits and, in most cases, will alter ignition timing to the degree that power is lost.

Matching cetane to the engine is essential to maximize the engine’s performance. Biodiesel fuels in particular, especially homemade brews, usually start with a much lower cetane number, so cetane improvement for these fuels is essential.

A fuel with too low of a cetane number for a particular engine will result in reduced cold-start ability, rough running, excess engine noise/vibration, and reduced combustion quality. This leads to reduced performance, excess emissions, and carbon buildup throughout the engine and emission system components (intake, EGR, DPF, etc.)

A higher cetane fuel that is a proper match for the engine will reduce ignition delay, improve overall combustion quality, liberate more BTU (energy) from the fuel, and improve performance and MPG. It also will reduce engine noise, deposit buildup, and exhaust emissions.

What should I look for in a cetane booster?

Contrary to some propaganda, alkyl nitrates still offer the most significant improvement in cetane number, with measured increases of up to eight points. When it comes to alkyl nitrates, 2-Ethylhexyl nitrate (2-EHN) is the most popular and most respected. It offers a more consistent ignition quality while reducing unwanted and adverse combustion conditions.

Fuel additive manufacturers recognize the benefits of boosting the cetane number and using 2-EHN so much now that most offer cetane improvers. The question in this case is, what are you getting for your money?

From a close examination, it appears many cetane boosters contain useless fillers. Most manufacturers still insist on the single bottle per tank philosophy to maximize profits. Some 200-300ml bottles that treat a single tank of fuel have as little as 20% active ingredients. This is lucrative for the manufacturer but not a good value for the consumer. Therefore, it is important to understand what you are getting for your money.

The optimum amount of 2-EHN is around 20-100ml per tank of fuel, depending on the engine and base cetane level. As 2-EHN can reduce lubricity, a lubricant must be blended in. To ensure you are getting the best value, ensure the product contains 2-EHN as its base, and a reasonable proportion of the remainder contains beneficial ingredients, such as lubricant, detergent, etc.

UPDATED AUG 2022 – So what do we recommend and why?

Active cetane improvers are essentially a form of fuel modification, or more accurately, combustion modification. However, when combined with the correct fuel catalyst technology and lubricity additives, they can turn the most mediocre pump fuels and biodiesels into super diesel that will outperform the best premium pump fuels.

Two products to note:

Oilsyn® Diesel Race DNA, Diesel Power DNA or Archoil® AR6900-D MAX. Rather than introduce another diluted cetane booster, they released a concentrated chemistry product containing 100% active ingredients. They deliver optimum increases in cetane while being able to treat multiple tanks of fuel rather than just one.

Diesel Race DNA contains the highest levels of 2-EHN of any compound diesel conditioner and the highest performing diesel lubricant on the market at this time, with an HFRR test of below 180! AR6900-D is a careful balance of cetane improver, detergent, lubricant and combustion catalyst. Both protect the entire fuel system against the harmful effects of low lubricity and low sulphur fuels. This results in an optimum combustion condition, comprehensive fuel system protection and cleaning, increased performance, and reduction in harmful exhaust emissions.

Summary:

For the ultimate performance and protection – use Oilsyn Diesel Race DNA.

For an all-around product that increases cetane, cleans and protects – use Oilsyn Diesel Power DNA or Archoil AR6900-D

Either of the above works out cheaper per tank than upgrading to premium diesel at the pump.

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