I caught this on another forum, its a lab analysis of various fuel additives. Well worth the read.

http://www.dieselplace.com/forum/76-...y-results.html

Bob

 

That is a great read! Thanks for the link

 

I searched this study over on the TDI forum and there seems to be some controversy about this study. It seems that the fuel that was used came directly from the refinery, before any additives had been added. It is argued that it skewed the results because of that. Here is an example of the argument...Mark

 

I'm on the TDI Club forum as well, Mark.

Some people just use 2 stroke oil. I use Power Service in the winter.

 

I use 2 stroke oil in the Cummins and have been using diesel kleen grey bottle in the tdi. I am looking at changing to Opti-lube XPD for the tdi. It seems that the verdict is out, but they make a good case for this. I don't want to do anything to hasten the soot build up in the DPF of the tdi, it is a quite expensive part...Mark..Mark

 

After the warranty expires on your TDI, you can have the computer tuned so the the EGR does not open. I had that done on a 2001 TDI Bettle with the 1.9 ALH, and our 2006 TDI PD. The intake will clog up with soot thaks to the EGR. The EGR was also bypassed on my MB because of the same reason. EGR is one ofthe dumbest things.

I am glad our 6BT's do not have that!

 

I bought the VCDS, maybe I can do that myself, but I have a ways to go for that. I checked the other day and I have 0% soot in my dpf with around 6k on the clock. If there is a relationship between soot in the dpf and buildup in the manifold, I should be golden. I also have a scangauge monitoring the egts and cat temps and I never shut it down until temps are below 450 degrees, that should help extend the life of the turbo. I also have not interrupted a regen since I put that in, I believe in preventative measures...Mark

 

The diesel fuel we produce at our refinery does not leave without additives already added.

Lubricity compound and/or dye is added as the diesel is loaded onto railcars/trucks.

 

Do you vary the additives for each buyer? Or, do they add their proprietary stuff later? Or, is it all the same? Apparently, the test of out of the nozzle in the usa is hfrr of 510, when less than 400 is the worldwide standard. This is supposedly why they are having high pressure ip failures on the common rail cars...Mark

 

The diesel gets the same type and amount of additive no matter who it goes to. We only add lubricity and dye though, nothing else. This is for ULSD.

 

Do you happen to know what the hfrr lubricity rating is up there in Canada? That seems to be the problem with our ulsd here. As VW goes, they build their tdi's for the European standard of 400, but the diesel here is reportedly 510. I am not sure, but I think that is microns in kind of a scratch test...Mark

 

Preventative measures are always the best!!! I have the $300 Ross-Tech VCDS and a laptop PC. I'm still learning it as well. I also have a TDI guru somewhat close by. This guy does not rip you off and will talk you through repairs before asking you to bring it in.

I'm still prefer old school, non ecm vehicles.

 

Yeah, I'm with you on the non-ecm, but I wanted to splurge for once in my life and get a new car. The only requirements that I had was 2 doors, 3 pedals and a diesel. The .9% financing was the kicker that got me a VW. I am thinking about buying an older tdi and start playing around with it...Mark

 

"The Canadian General Standards Board recognizes the very high lubricity standard outlined by the High Frequency Reciprocating Rig Test (ASTM D6079) and all Canadian automotive diesel fuel must pass this standard with a wear scar diameter of less than or equal to 460 µm (micron) at 60◦C. This assures that consumers will have adequate lubricity under almost all normal operating conditions. *Please note that refiners add lubricity additive to maintain the required industry standard specification."

As far as i am aware we do not do this HFRR test onsite (i would have to check with our lab), we do however monitor the amount of sulfur in the produced diesel onsite.

 

Thanks, I gotta say that we in the US have got to stop letting the corporations determine the standards. I bet it is so that we have to buy additives to meet a standard that the rest of the world gets out of the pump. So far VW is covering most pump failures, but I get the feeling that when they determine that the fuel is causing the problem, they'll stop...Mark