As promised, I "smoked" a little on the Internet about adding 2T of oil. I started with foreign forums.So, the story goes back to around 2007, which coincided with the application of new standards for diesel fuel, which reduced the sulfur content up to its complete removal.
Euro 2 since 1996 sulfur content - 0.05%
Euro-3 since 2000 sulfur content - 0.035
Euro-4 since 2005 sulfur content - 0.005
Euro 5 from 2010 sulfur content - 0.001Petrochemists discovered back in the early 90s that a decrease in sulfur levels affects the deterioration of the lubricating qualities of the fuel and in 1993 a new requirement was introduced by the standard: the lubricating property of diesel fuel, tested on a high-frequency piston unit using the metal ball sliding method (), the maximum allowable wear was fixed at level 460 µm. Standard - ISO 12156-1 (and Russian version -).
Axiom one- a decrease in the level of sulfur content worsens the lubricating properties of the fuel, which in turn directly affect the wear of the fuel equipment.
But the progress and work of petrochemists did not stand still, and this natural lubricating agent (sulfur) was replaced with special additives (one of the options is long chains of carboxylic acids), which were designed to replace the lubricating properties of sulfur.
One of the leading developers of these additives is the German company BASF.It should also not be forgotten that engine building did not stand still at that time and engines were developed to operate with low sulfur fuel.
Axiom two - the reduction in sulfur content, which impairs the lubricity of the fuel, has been replaced by the addition of special lubricant additives.
But everything new is accepted with hostility, no one believed the chemists, society decided that the new standards were detrimental to diesel technology, and then some schemer had the idea to add two-stroke oil to the fuel in small proportions to make up for the loss of the miraculous effect of sulfur. Dieselists liked the idea so much that it simply blew up the Internet. There were no scientific confirmations and tests to confirm this idea; information was transferred from one car owner to another according to the OBS principle.
It is worth noting that the "benefit" was observed for old mechanical diesel engines, especially vehemently 2T oil or as they call it 2SO (two stroke oil) was used by American diesel drivers riding large pickup trucks. Many people note noise reduction, cleaner exhaust, smoother engine operation. All reviews are subjective and rather based on the placebo effect, which is noted in the messages of car owners.
The proportion of adding 2T of oil to the fuel is recommended at the level: 1 part of 2T of oil to 200 parts of fuel. Given the slightly higher density of 2t oil relative to the density of diesel (especially winter), the use of this method requires good mixing of oil with fuel, which is simply impossible to do by simply adding it to the tank.As for the harm from using 2T oil. There is no unequivocal answer here, since the dose of adding 2T oil is homeopathic and the potential harm from its use is extended over time and in the end, even if some problems appear, they are written off as temporary wear of the engine and fuel equipment, but in no way to add oil.
Users of new diesel engines with electronic injection (in particular Common Rail) are wary of this "technology" and not many are willing to participate in the experiment for their money, but the crowd effect has an impact and still some succumb. This also applies to owners of particulate filters.
Axiom three - neither the benefit nor the harm from the use of 2T oil by adding to diesel fuel has been scientifically and practically proven.
In conclusion, we managed to find one interesting post that justifies at least, if not harm, then the uselessness of using 2T oil:
Completely useless not only for HDi diesel engines, but also for any Common Rail engines, an event. And that's why:
To begin with, why add oil to diesel fuel at all? The explanation is simple (and well known to any diesel specialist (a specialist in deed, not in words)) - the diesel “rings”, “rumbles”, “stinks” and runs unevenly with a heavily worn injection pump and other components and parts of the fuel equipment - the gaps have increased, the settings are "gone", painstaking (and expensive) adjustment and / or replacement of worn components and parts (also not cheap) is required - and the toad is tormenting, oh how tormenting. ...
And then a technique proven by generations of unscrupulous sellers of diesel cars comes to the rescue - two-stroke oil is poured into the fuel. ... The viscosity of the fuel inevitably increases, which means that worn-out plunger pairs and / or spools / rotors “float” and stop “ringing”, it is more difficult for a worn high-pressure fuel pump to inject viscous fuel, moreover, most likely through uncleaned nozzles, which means the amount the fuel entering the chambers decreases, as does the injection start point (towards the “after” TDC), the fuel starts to burn more slowly ... and there is an illusory effect that the engine starts to run smoother and quieter. Like new... That's what the "two-stroke oil scam" is all about - MIRACLES!
But, as you know, miracles, alas, do not happen! And all this event is countered by at least the fact that when the diesel engine was new, it also didn’t “ring” at all, it also worked quietly, and carried the car forward like a young bun .... on a regular one, without any additives fuel!
So why does he now require topping up of oil in order to work (more precisely, create an illusion) also quietly and measuredly? ... So it makes perfect sense that the engine is Worn out. And this is treated only by repair.Do not engage in "garage experiments"! Any professional diesel mechanic will tell you that a normal and serviceable, healthy and well-groomed diesel engine, even with half a million mileage, runs quietly, pulls confidently and "breathes" measuredly on a regular normal diesel engine, WITHOUT adding all sorts of miraculous substances to the fuel ..
All of the above applies mainly to diesel engines with a "classic" injection system, now extinct, like dinosaurs once ...
But what about Common Rail?
And for Common Rail, this event is absolutely useless due to the fact that in the direct injection system of diesel engines ... there are no gaps (!), Or their presence is minimal.
Imagine yourself as a particle of fuel that has entered the fuel tank from a filling nozzle and trace the path of this particle to the combustion chamber of a diesel engine with a Common Rail system ...
First, we are floating in the tank, sucked in through an interestingly shaped fuel intake nozzle. Its shape is due to the effect of "tea leaves in a glass", whereby, as a result of the swirling of the fuel flow, large particles of dirt, due to centrifugal force, accumulate away from the fuel inlet, or "fly" past it, remaining in the tank. The oil in the fuel is useless at this stage. ...
Next, we meet with the fiber of the coarse filter, the purpose of which is to prevent large particles of dirt and sand from penetrating into the fuel line. ... We swim through the fiber and swim-float-float along the fuel line.
Here we also have oil "like pliers in a bath" ...Next, we flop into the fine filter, through the filter element, which traps microscopic particles of debris at a level close to the molecular one. Here, the fuel is freed from water particles that remain in the filter chamber. In the fine filter, the fuel flow is also freed from possible air bubbles. Oil here is also "neither to the village, nor to the city." ...
The first mechanism that we can meet is a low pressure fuel priming pump. It is usually made in the form of a turbine, an impeller, but more often, in the form of an eccentric ... The task of this pump is to supply a particle of fuel to the high pressure pump. Here, in the fuel priming pump, the pumping element usually does not require lubrication with the fuel itself, since it usually does not come into contact with anything, and if it does, it rubs against anything, then the density of this contact is minimal - there is practically no wear here - it is vanishingly small. In the small chamber of the fuel priming pump, the fuel is finally freed from air bubbles. As you can see, oil is also "away" here ...
We get into the high pressure fuel pump. Here, probably, there will be friction? ... But no! And here it is minimal! The fact is that high-pressure pumps of Common Rail systems have the simplest piston design, due to the simplest and only purpose - to create and maintain high pressure in the ramp (receiver) of the system. Moreover, the pressure control is not controlled by the pump itself, but by its valves. For example, HDi diesel high-pressure pumps from Bosch have a three-piston radial design with short stroke pistons. The friction against the cylinder walls is minimal here, the speed of the pistons is also minimal, and the seal is created by "floating" bimetallic rings. By the way, the pistons and cylinders themselves have a ceramic-metal coating of friction surfaces, which also contributes to minimal friction and wear. By and large, this is NOT even a plunger pair ...
It is in the high-pressure fuel pump of injection systems of the "classic" type that the plunger pairs have an ultra-precise design, the movement of parts occurs both in length and in angle. Moreover, this happens at a constantly changing pressure from zero to high. The movement of the piston relative to the cylinder in the plunger pair has a high speed and a large, constantly changing stroke ... respectively, and high wear. And there is also the effect of cavitation (which, by the way, "finished off" pump-injector diesel engines, now almost extinct ...) ...
Therefore, the oil in the fuel for the Common Rail high pressure pump cannot in any way have any noticeable effect on the properties of rubbing surfaces and wear (which is practically absent).
We sail further ... After the high pressure pump, we find ourselves in a ramp. For a particle of fuel, it's all the same if a person suddenly finds himself in a cyclopean-sized tank, in which there is one inlet and four (for a four-cylinder engine) outlets to the injectors. There may also be a fifth hole through which the valve that regulates the pressure in the rail bleeds excess fuel into the "return".
We float inside the nozzle through a thin capillary. We linger for a moment in a small chamber near the needle. And we fly headlong into the combustion chamber through the thin holes of the atomizer of the nozzle directly into the hell of air heated to a thousand degrees ... in which a particle of fuel instantly burns out ...
Common Rail injectors are fundamentally different from the "classic" ones in that they are opened by electronics, and not by fuel pressure. They have a compact, even rather miniature, and relatively simple design, almost like conventional injection gasoline engines. The fuel in them practically does not come into contact with the pushing element.
In "classic" injectors opened by fuel pressure, the pushing element interacts directly and is washed (and lubricated) with fuel. The design itself is very complex, and as a result, the "classic" nozzle is much larger in size. The friction and wear of the pushing element is here "in full".
But we have Common Rail ...The fact that the pushing element, needle, etc. in Common Rail injectors, they experience dozens (or maybe hundreds!) of times less loads, including frictional ones, practically and in fact do not require lubrication and therefore almost do not come into contact with the fuel flow (they do not need it), relative to diesel engine injectors with a "classic" type injection system, the following figures illustrate...
Shown here are Bosch common rail injectors (widely used on HDi diesel engines) ...
On the left - a nozzle with an electromagnetic pushing element, on the right - with a piezoelectric...The capillary for fuel supply is highlighted in red. The pushing element, its rod, and other moving parts (the number of which is minimal, and they are practically absent in the piezoelectric nozzle) have an "eternal" supply of heat-resistant synthetic lubricant and an anti-friction coating of friction surfaces, designed for the entire life of the nozzle ...
Below is a diagram of a diesel engine injector with a "classic" type injection system ...
As you can see, its device is more complex and "rougher" than that of Common Rail, and the entire pushing element, friction in its parts, is in the full power of the fuel ... The nozzle itself requires careful adjustment, and all this despite the fact that in the diagram ...
far from the most complex design of the "classic" type injector ...And this is a diagram of a diesel engine injector with a "pump-injector" injection system ...
As they say - feel the difference ... Extremely complicated (in some ways even to the point of absurdity), unreliable and cumbersome design finally "sentenced" the injection systems of this scheme, which are now completely supplanted by Common Rail ...
There are also good visual examples of oil getting into a CR type fuel system:
CONCLUSION. The benefits of using 2T oil are based solely on faith, so the appropriateness of its use is determined by the user's belief in the effect of this method.
I want to talk about a popular, as it turned out, topic - adding oil to the fuel of a diesel car. The topic is quite popular among owners of diesel cars and is very controversial, since there are both adherents of this "life hack" and opponents.
To begin with, I learned about such a "chip" relatively recently, from one of my acquaintances, who at the gas station fiddled around the fuel tank for several minutes. To my question, what happened, he answered with a smile that he poured "100 grams of People's Commissar's..." shocked by what he heard. Filling the tank with two-stroke oil of a diesel car? For what? The last time I saw this was when dad was pouring oil into the gas tank of his JAVA. But in diesel oil? Yes, and in the tank of a modern car? Unclear! In general, I decided to look into this. I didn’t argue with a friend, but to be honest, I frankly didn’t believe what he was saying, despite the fact that an experienced minder advised him to pour two-stroke oil into diesel fuel.
So, after studying this issue, rummaging for several days on the Internet and shoveling several hundred articles, I came to the conclusion that I decided to state in this article. If you are interested, continue reading, if you are too lazy to read - see the summing up right away ...
So where do the legs come from?
A long time ago, when diesel fuel or diesel fuel was still of good quality, the paraffins contained in diesel fuel thickened at sub-zero temperatures, turning the fuel into jelly. Despite the fact that the solarium was with a snowflake "*" supposedly winter, the owners of diesel cars had quite a few problems. The paraffins settled, and the diesel fuel itself became "fat-free" or something, as a result of which the injection pump (high pressure fuel pump) suffered. Why suffered? The fact is that the lubrication of this very high-pressure fuel pump, according to the designers' idea, should be carried out by the fuel itself, which should be "fat" due to the presence of paraffins in it. However, due to sub-zero temperatures, as I said, there is a shortage of lubrication, which significantly affected the condition of the fuel pump, and led to its premature failure.
Craftsmen empirically came to the conclusion that the addition of additional lubricant to diesel fuel in the form of oil or kerosene, which had a beneficial effect on the operation of the high-pressure fuel pump and the entire engine as a whole. At the same time, or a little later, various fuel additives, "antigels" and similar preparations began to appear on the automotive chemistry market, which performed the same function. The difference was only in price ... Those who had the financial ability to buy additives began to "feed" the engine of their car, and those who did not have such an opportunity continued to pour oil into the diesel engine.
Time flew by, everything changed, generations of drivers, engines and technologies, however, despite the high-tech modern, some traditions are still relevant. Moreover, the situation is aggravated by the gas stations themselves, which, instead of adding special additives that prevent diesel fuel from thickening, simply remove a large percentage of paraffins from the fuel. As a result, they get savings and supposedly "winter diesel fuel", and drivers get a lot of problems and a faulty high-pressure fuel pump.
The lack of lubrication of the high-pressure fuel pump leads to its inevitable failure, a harbinger of which is the loud operation of this unit. Due to the high output, gaps increase in the parts of the high-pressure fuel pump, which lead to the fact that during operation the high-pressure fuel pump makes a lot of noise, which is familiar to all "dieselists".
How will the motor react?
Opponents of such "infusions" into the tank question this method of protecting the injection pump, since it is allegedly not recommended by the car manufacturer, and the compatibility of 2T oil with diesel fuel and its effect on the diesel unit have not been tested.
Argument 1st . It was for those who doubt that I specially visited several service stations, where I had a conversation with specialists who, in principle, were of the same opinion. In their opinion, two-stroke oil does not have a detrimental effect on a diesel engine, on the contrary, it makes the engine run smoother, lubricates the injection pump, prolonging its "life". Moreover, observations have shown that after adding oil to diesel fuel.
Argument 2 . One of the respondents is engaged in the repair of fuel equipment, made a generally sensational statement. He not only confirmed the fact that the addition of oil has a beneficial effect on the injection pump and the engine as a whole, but also spoke about his own tests. Empirically, he found out that high-pressure fuel pumps that “ate” diesel fuel with the addition of oil were less likely to fail.
How much and what kind of oil should be poured into diesel fuel?
The ideal ratio, according to the majority of adherents of the use of 2T oil, is the proportion: 1:100, it is precisely this “dose”, according to the owners of diesel cars, that does not violate the fuel-air mixture (fuel-air mixture) and has a beneficial effect on the condition of the engine and fuel equipment. The injection pump and the engine run smoothly, without loss of dynamics.
As for the brand, there is no definite opinion here, the main thing is that it be 2T oil, preferably not cheap. Also, according to the observations of some members of the forum, it is better to pour semi-synthetic oil into diesel fuel, since it has similar tolerances and standards " low smoke"(The translation will be something like: little smoke or faint smoke...). Due to the similar parameters of the ash content of these oils and the ash content of diesel fuel, the appearance of soot or a change in the color of the exhaust is almost impossible!
Summing up
As practice and numerous positive reviews of understanding people show, pouring 2T oil into diesel fuel is a completely working way to prevent damage to expensive fuel equipment. Using a small amount of two-stroke oil will not damage the power unit, but will only improve its condition.
Minuses . Among the disadvantages voiced by some car owners: (by about 3-5%), a slight decrease in dynamics, as well as the cost of oil and the need to constantly get your hands dirty and fiddle with pouring this oil into the tank. But it seems to me that if we compare the cost of repairs and the discomfort associated with it, then all these disadvantages just look ridiculous.
Alternative . If there is no desire to pour 2T oil, but there is a desire to keep the engine and injection pump, buy special additives in diesel fuel that will provide a similar effect, albeit at a higher price. As a result, the use of such additives will be cheaper than expensive repairs of fuel equipment and premature failure of one of its most expensive parts. As I have said more than once: "Prevention is always cheaper than repair!".
If there is no desire to mess with all this, then I recommend using the first or second method, at least in winter, when the diesel fuel becomes "dry and bland" and the fuel pump works with little or no lubrication. Such measures will ensure the correct operation of the injection pump, extend its service life, and also avoid the troubles and waste associated with repairs.
I have everything, thank you for your attention. Leave your thoughts on this in the comments, tell us which of the options you use and how you feel about adding oil to diesel fuel. Until then everyone, take care of yourself!
In recent years, the topic of adding two-stroke oil to the fuel has been increasingly discussed among diesel car owners. Moreover, even those motorists who have car engines equipped with particulate filters and a complex power system take this step. Below we will figure out whether it is possible and necessary to add two-stroke oil to diesel fuel.
Why do diesel car owners add oil to fuel?
The most important and reasonable question is: why, in fact, add two-stroke oil for gasoline engines to a four-stroke engine, and even a diesel one? The answer here is quite simple: to improve the lubricity of the fuel.
The fuel system of a diesel engine, regardless of design and manufacturability, always has a high-pressure element. In older engines, this is the injection pump. Modern engines are equipped with pump nozzles, in which the plunger pair is installed directly into the nozzle body.
A plunger pair is a very precisely fitted cylinder and piston. Its main task is to create tremendous pressure for diesel fuel injection into the cylinder. And even a slight wear of the pair leads to the fact that pressure is not created, and the fuel supply to the cylinders stops or occurs incorrectly.
An important element of the fuel system is the injector valve. This is a needle-type part, very precisely fitted to the lockable hole, which must withstand enormous pressure and not let fuel into the cylinder until a control signal is given.
All these loaded and high-precision elements are lubricated only by diesel fuel. The lubricating properties of diesel fuel are not always enough. And a small amount of two-stroke oil improves the lubrication situation, which extends the life of the fuel system components and parts.
What oil to choose?
There are several rules that must be followed when choosing oil so as not to harm the engine and at the same time not overpay.
- Do not consider JASO FB or API TB oils or below. These lubricants for 2T engines, despite their low cost, are not suitable for a diesel engine, especially equipped with a particulate filter. FB and TB oils do not have a sufficiently low ash content for normal operation in a diesel engine and can create deposits on the parts of the cylinder-piston group or on the surface of the injector nozzles.
- No need to buy oils for boat engines. It doesn't make sense. They are much more expensive than lubricants for conventional two-stroke engines. And in terms of lubricating properties, nothing is better. The high price of this category of lubricants is due to their biodegradation property, which is relevant only for protecting water bodies from pollution.
- Optimal for use in diesel engines are oils of the TC category according to API or FC according to JASO. Today, TC-W lubricants are most common. They can be safely added to diesel fuel.
If there is a choice between expensive boat oil and cheap low-level oil, it is better to take an expensive one or take nothing at all.
Proportions
How much 2-stroke oil to add to diesel fuel? The proportions for mixing are derived only on the basis of the experience of car owners. There are no scientifically substantiated and laboratory-tested data on this issue.
The optimal and guaranteed safe proportion is the interval from 1:400 to 1:1000. That is, for 10 liters of fuel, you can add from 10 to 25 grams of oil. Some motorists make the proportion more saturated, or vice versa, add very little two-stroke lubrication.
It is important to understand that a lack of oil may not give the desired effect. And the excess will cause clogging of the fuel system and parts of the CPG with soot.
Over the past few years, the demand for vehicles equipped with diesel power units has grown. Especially "diesel" won the hearts of European car owners. Most manufacturers install Common Rail engines on their cars. The main feature of the system is the ability to deliver the required power while consuming the minimum possible amount of diesel fuel. The efficiency of its work directly depends on the correctly selected engine oil.
Features of Common Rail
Power units of this type consist of their own fuel lines (each of the cylinders has), a fuel pump, and an injector:
- when the engine is running, pressure is formed in the fuel line, the indicator of which is higher than that of conventional diesel engines;
- the high pressure fuel pump is directly connected to the camshaft, due to which it is triggered with each successive revolution;
- the pressure in the system reaches 1800 bar, the valve on the electromagnets contributes to the opening of the injector, resulting in the formation of a mixture of fine dispersion.
Representatives of various modifications of Common Rail are equipped with different nozzles. So, in systems of the second generation, nozzles with a solenoid, and the third have a piezoelectric element.
Features of using engine oil
The air-fuel mixture formation process is flexible. This made it possible to achieve the ability of the power unit to deliver maximum power and at the same time emit a minimum of exhaust gases. True, the engine oil poured into the engine is subjected to high loads. The tops of the pistons heat up faster and stronger than in conventional diesel units. This, in turn, leads to too intense burnout of the composition. Therefore, synthetic oils are poured into such motors. In principle, semi-synthetics are also used.
Oil combustion in power units with a Common Rail system is performed according to a specific algorithm:
- the process starts after the piston starts moving down;
- as soon as it begins to rise up, it catches some of the oil with it, due to which the inside of the cylinder is lubricated;
- descending the piston is accompanied by the combustion process;
- the oil that remains on the top of the cylinder also burns out, however, carbon deposits form;
- after the next upward movement of the piston, it removes the resulting carbon deposits into the lubricant.
Thanks to this principle of operation, the content of soot in the exhaust gases is minimized.
Duramax Diesel 6.6L V8 Tui 2007 (LMM)
In order to keep the soot in suspension in the composition, manufacturers of modern oils add calcium-containing additives in large quantities to the compositions. Its maximum number in oils for power units with this system is 7.5%.
If traditional compositions are regularly poured into such motors, various deposits will gradually form on the surface of the valves, and the cylinder will begin to be poorly purged. As a result, exhaust gases, which will necessarily accumulate on the working surface of the cylinder, will interfere with the formation of a high-quality mixture.
In addition, carbon deposits will begin to form near the piston rings. As a result, the piston may seize. In principle, lubricants for ordinary diesel engines are not able to hold the smallest grains of soot and move them into the filter. Increasing the frequency of material replacement will not get rid of carbon deposits on the piston rings.
Thus, for motors with such a system, only synthetic, and in extreme cases, synthetic compounds should be used. For the purchase and replacement of oil, we suggest contacting specialists