Dosier_Sparco Diesel Fuel Additives

TECHNICAL DOSSIER PETROL FUEL ADDITIVES

Sparco Additives is the fuel additive brand that provides more power, less fuel consumption and less pollution because it's a combination of molecules designed for more complete combustion.

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TECHNICAL DOSSIER

DIESEL FUEL ADDITIVES

Gasoline Engine Fuel System Problem Areas - The intake fuel system of a gasoline engine has three vital parts, namely the fuel injector, intake valve, and combustion chamber - Injector deposits restrict fuel delivery that may cause misfire, hesitation, and rough idle - Intake valve deposits can restrict the air flow through the intake ports. Deposits can absorb the fuel and soak up fuel spray from the injectors. This affects the mixing of the fuel and air that causes power loss and reduced performance - Combustion Chamber Deposits can increase the compression ratio of the engine and the octane requirements of the fuel.

This octane requirement increase (ORI) will cause spark knock or detonation if the fuel octane is not high enough

Product Attributes and Performance Features - Sparco Petrol Additives are non metallic and do not contain phosphorus - At the recommended treat rates, these detergent packages offer the following performance features: · Control the level of deposits on injectors, intake valves and combustion chambers to keep the engine clean and maintain its optimum performance · Provide protection against corrosion, emulsion or haze in wet fuel systems · Decrease wear coefficient along metal surfaces inside engines resulting in increased efficiencies, improved fuel economy, longer parts life, and restored performance (for packages with friction modifier) - All packages are completely soluble in gasoline and gasoline ethanol blends and compatible with commonly used engine and fuel system materials

Product Description - Sparco Petrol Additives series of gasoline performance additives are detergent packages designed for both retail and aftermarket applications - These packages are multifunctional and formulated to control deposits on injectors, intake valves, and combustion chambers - Sparco Petrol Additives series of gasoline performance additives contain the following components: · Polymeric dispersant · Synthetic carrier fluid · Demulsifier · Corrosion Inhibitor · Aromatic Solvent · Friction Modifier (for some packages)

Application Benefits Performance Features

Key Benefits

Controls the level of deposits on injectors, intake valves and combustion chamber

Improved driveability, reduced emissions, and improved fuel economy

Cleans up intake valve deposits

Restores lost engine performance

Provides excellent corrosion protection end reduces emulsion or haze formation

No rust, reliable engine, and longer engine life

Reduces engine wear and instantly economises fuel

Restored performance, longer parts life and fuel savings

Performance Data Port Fuel Injector Deposit Keep Clean Test (ASTM D6421) 5.0 4.5

% Flow Loss

4.0

4.2

3.5

38%

3.0 2.5

2.6

2.0 1.5 1.0 0.5

- Port fuel injector deposits were first reported as early as mid 1980s - In 2002, an auto manufacturer presented the findings related to the field problems to the Coordinating Research Council (CRC) Deposit Group - For the injector fouling test, the test method ASTM D6421 is considered by the CRC as a quicker and much less expensive way of measuring fouling tendency (versus ASTM D5598)

0.0 Base Gasoline

Additized Gasoline

2

Intake Valve Deposit Engine Tests Engine

M102E

M111

Test Method

CEC-F-05-93

CEC-F-20-98

Engine

2.3L, 4 cylinder, 4 stroke PFI engine

2.0L, 4 cylinder, 4 stroke PFI engine

Fuel Injection

Mechanical + Electronic

Electronic

Valve Technology

2 valves/cylinder

4 valves/cylinder

Test Run Time

60 hours

60 hours

Método de evaluación

Weight + Optical Comparison

Weight

Result Evaluation

Deposits (mg/valve) + Rating Figure

Deposits (mg/ valve) + Total Combustion Chamber Deposits (mg)

M102E Intake Valve Deposit Keep Clean Test - Intake Valve Deposit Clean Up Test 180

140

149

120

87%

100 80 60 40

Maximum Limit: 30mg/v avg.

WWFC Category 3, 4, 5

20 0

Intake Valve Deposits, Avg. mg/valve

Intake Valve Deposits, Avg. mg/valve

160

20 Base Gasoline

160 140

164 >53% Clean Up

120 100 80

76

60 40 20 0

Additized Gasoline

Dirty Up with Base Gasoline

Clean Up with Additized Gasoline

M102E Intake Valve Deposit Keep Clean Test

Base Gasoline

Inlet valve 1

Additized Gasoline

3

Inlet valve 2

Inlet valve 3

Inlet valve 4

PERFORMA

Cylinder Head Base Gasoline

TECHNICAL DOSSIER  ADDITIVES Fuel quality, DIESEL FUEL can contribu  While deterg combus�on compared to formulated w  The combus Fuel Merit Rating contribu�on Base Gasoline 8.66  In Europe, C

Cylinder Head Additized Gasoline

Cylinder 1

Cylinder 2

Cylinder 1

Cylinder 2

Cylinder 3

Cylinder 4

Cylinder 3

Cylinder 4

Additized Gasoline

9.89

M102E engine a TECHNICALFuel DOSSIER

M111 Intake Valve Deposit Keep Clean Test - Intake Valve Deposit Clean Up Test

M111 engine acc

M111 Intake Valve Deposit Keep Clean Test - Intake Valve Deposit Clean Up Test 140

100

Intake Valve Deposits, Avg. mg/valve

Intake Valve Deposits, Avg. mg/valve

120

110

80

85%

60 40 20

Base Gasoline

Inlet valve 1

Inlet valve 2

Additized Gasoline

Inlet valve 3

Fuel

129

Base >50% Clean Up Gasoline

100

Addi�zed Gasoli

80 60

64 Note: In Europe, base fuel (CCD o

40 20

16

0

120

Inlet valve 4

0

Base Gasoline Addi�zed Gasoli

Dirty Up with Base Gasoline

Inlet valve 1

Inlet valve 2

Clean Up with Additized Gasoline

PERFORMA

Inlet valve 3

valve Engine: 4 InletTest  Test Cycles:

 48 h  Part  Test Status

Base Gasoline

Additized Gasoline

 CEC  End  Refe 4

CE DATA - Combus�on Chamber Deposits

tergent addi�ves, lubrica�ng oils, engine design and opera�ng condi�ons are factors that to forma�on of deposits in the combus�on chamber nt addi�ves are known to controlCylinder deposits intake valves, it Cylinder can increase Cylinder 1 2 forma�on on the Cylinder 3 4 amber deposits. Detergent packages have components that have higher boiling points as he base gasoline that may contribute to deposit build up especially if packages are h mineral oil carrier fluids n chamber deposit (CCD) test was developed as a no harm test to ensure that the deposit om the detergent addi�ves is within acceptable levels measurement is conducted according to CEC-F-20-98 test procedure

Base Gasoline ording to CEC-F-20-98 procedure

Additized Gasoline

PERFORMANCE CCD, DATA -mg/engine Combustion Chamber Deposits

% Increase over base fuel

CCD, mg/engine M102E engine according to CEC-F-20-98 procedure

% Increase over base fuel

- Fuel quality, detergent additives, lubricating oils, engine design and operating conditions are factors that can contribute to formation of deposits in the combustion chamber - While detergent additives are known to6367 control deposits formation on the intake valves, it can increase combustion chamber deposits. Detergent packages have components that have higher boiling points as compared to the base gasoline that may 7449 17 contribute to deposit build up especially if packages are formulated with mineral oil carrier fluids - The combustion chamber deposit (CCD) test was developed as a no harm test to ensure that the deposit contribution from the detergent additives is within acceptable levels In Europe, CCD measurement ding to -CEC-F-20-98 procedureis conducted according to CEC-F-20-98 test procedure

Fuel Base Gasoline Additized Gasoline

3724 4254

CCD, mg/engine

% Increase over base fuel

14

6367 7449

17

ere is no defined specifica�on or limit on CCD levels but anything less than 40% increase over the M111 according to CEC-F-20-98 procedure ddi�zed fuelengine is <140% of the CCD of base fuel) is considered to be acceptable Fuel Base Gasoline

CCD, mg/engine

% Increase over base fuel

3724

CE DATA – Gasoline Direct Injec�on (New Engine Test) Additized Gasoline

4254

14

Note: In Europe, there is no defined specification or limit on CCD levels but anything less than 40% increase over the base fuel (CCD of additized fuel is <140% of the CCD of base fuel) is considered to be acceptable

W EA111 twin charged DI engine

PERFORMANCE DATA - Gasoline Direct Injection (New Engine Test)

Intake valve Intake valve

Injector

- Test Engine : VW EA111 twin charged DI engine - Test Cycles: · 48 hours + 24 hours dirty up & cleanup test · Part load at 2000rpm/56Nm

rs + 24 hours dirty-up & cleanup test ad at 2000rpm/56Nm - Test Status · CEC Test Development Started 01/2017 · End of Phase 1 expected 01/2018 · Reference fuel RF 83 proposed

Injector

Direct injection Internal mixture formation

Port fuel injection

External mixture formation st Development Started 01/2017 PhaseParameters 1 expected 01/2018 for deposit formation: Fuel pressure, Temperature at injector, Pressure at injector, Fuel dispersion and fuel velocity, Nozzle hole diameter, injection length,proposed Combustion parameters. nce fuel RF-83

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TECHNICAL DOSSIER

DIESEL FUEL ADDITIVES

PERFORMANCE DATA - Combustion Chamber Deposits - Fuel quality, detergent additives, lubricating oils, engine design and operating conditions are factors that can contribute to formation of deposits in the combustion chamber - While detergent additives are known to control deposits formation on the intake valves, it can increase combustion chamber deposits. Detergent packages have components that have higher boiling points as compared to the base gasoline that may contribute to deposit build up especially if packages are formulated with mineral oil carrier fluids - The combustion chamber deposit (CCD) test was developed as a no harm test to ensure that the deposit contribution from the detergent additives is within acceptable levels - In Europe, CCD measurement is conducted according to CEC-F-20-98 test procedure

M102E engine according to CEC-F-20-98 procedure Sonata Intake Valve Deposit Keep Clean Test (ASTM D6201 mod.)

Gasoline Direct Injection Performance (VW EA111) 25

22.18

15

Base Korean Gasoline

566

% Increase over

Additized Korean Gasoline

696

23

additized gasoline is 35% cleaner

160

14.4

140

10

5

0 Base Gasoline

% Increase over base fuel

Additized Gasoline

Intake Valve Deposits, Avg. mg/valve

% nozzle coking

20

CCD, mg/engine

Fuel

120

135

37%

100 80 60

50

40 20 0 Base Korean Gasoline

Additized Korean Gasoline

PERFORMANCE DATA - Fuel Economy

3500 1.3L, 4 cylinder Toyota engine ~4% Fuel Economy Fuel Consumption, g/kw-h

3000 2500

Base Gasoline

2000

Additized Gasoline

1500 1000 500 0 1500

2500

3000

3500

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TECHNICAL DOSSIER

FRICTION MODIFICATION

FRICTION MODIFICATION

Fuel Energy Distribu�on

Fuel Energy Distribu�on FRICTION MODIFICATION Fuel Energy Distribution  Only 25% of the fuel energy is converted to useful powerisoutput - Only 25% of the fuel energy converted  40 to 60% of the mechanical losses is due to the to useful power output ac�on of the piston assembly - 40 to 60% of the mechanical losses is due to the action of the piston assembly

Friction Ocurrencies in the Engine

 Only 25%power of the fuel energy is converted to useful Brake power output looses  40 Mechanical to 60% of the mechanical losses is due to the ac�on of the piston assembly Cylinder cooling Exhaust

Fric�

Fric�on Ocurrencies in the Engine

 Wear at metal – to – metal contact areas: Piston and - Wear at metal to metal contact areas: Rings a�ribute to the majority of wear in an engine. · Piston and Rings attribute to the majority of wear in an engine Crank and Bearings, Valve Train and Pump make up · Crank and Bearings, Valve Train and Pump make up the other majority areas the other majority areas.  Along valve stems and valve seats · Along valve stems and valve seats  Piston head and chamber walls · Piston head and chamber walls  Fuel pump and brushing · Fuel pump and brushing  Newer engines have higher compression ra�os and smaller displacements - Newer engines have higher compression ratios and smaller displacements  Wear occurring more frequently at shorter engine - Wear occurring more frequently at shorter engine lifespans lifespans - Results in loss of efficiency  Results in loss of efficiency  Today’s gasoline is not as effec�ve of a lubricant and - Today’s gasoline is not as effective of a lubricant and can wear brushes can wear brushes in the fuel pump quicker in the fuel pump quicker

 We Rin Cra the

 Ne sm  We life  Re TECHNICAL  Tod can

Friction Modifiers and Restoration ofRestora�on Efficiency Fric�on Modifiers and of Efficiency

- Fuel wetting along chamber walls and internalTEsurfaces - 77 Wear Test  Fuel chamber walls and internal surfaces allow for allow for additive contact in we�ng thesealong areas addi�ve contact in these areas - Reducing contact and prolonging parts  TE - 77 test rig is used to simulate the effects of load and resul�ng wear as seen in an engine o  Reducing contact and prolonging parts Fric�on Modifiers and Restora�on Efficie - Naturally occurring fuel dilution into the oil sump allows Bythe increasing the load capacity on specimen over�me the proper�es of the fuel are of tested for  Naturally occurring fuel dilu�on into oil sump allows the fric�on the friction modifier enhancing properties for longer resist breaking down resul�ng in a wear on the metal surfaces and a change in the Fric�on Co modifieroil enhancing oil proper�es for longer drain intervals drain intervals  Results in the restora�on of fuel and to the longevity of  scarring Fuel we�ng along chamber analysis walls andthrough internal3D surfaces  economy Characterize film efficiency and surface through qualita�ve Image engineeconomy life - Results in the restoration the of fuel and to Analysis. The test is done looking at surface addi�ve contact under in these areas appearance magnifica�on and white light. the longevity of the engine life  Reducing contact and prolonging parts  Naturally occurring fuel dilu�on into the oil sump allow modifier enhancing oil proper�es for longer drain interv  Results in the restora�on of fuel economy and to the lo TE 77 Wear Test the engine lifetime - TE 77 test rig is used to simulate the effects of load and resulting wear as seen in an engine over - By increasing the load capacity on specimen overtime the properties of the fuel are tested for their ability to resist breaking down resulting in a wear on the metal surfaces and a change in the Friction Coefficient - Characterize film efficiency and surface scarring through qualitative analysis through 3D Image Microscopy Analysis.

The test is done looking at surface appearance under magnification and white light

Base Gasoline BENEFITS (No Harms Test) - Intake Valve S�cking Test (IVS ADDITIONAL

 Fuel migrates to the annulus between valve guide & valve stem when engine switched off  High temperatures can vaporize fuel leaving behind the deposit control addi�ve  If incorrect detergent system has been employed this can be viscous and s�cky Additized Gasolinevalve to become stuck in the open posi�on Phoenix Trilogy TE77 with radionuclide tracer test bath  Causes  When a�empt is made to restart the engine no compression can be achieved  Engine willSticking not start Test (IVS) ADDITIONAL BENEFITS (No Harms Test) - Intake Valve - Fuel migrates to the annulus between valve guide & valve stem when engine switched off - High temperatures can vaporize fuel leaving behind the deposit control additive - If incorrect detergent system has been employed this can be viscous and sticky - Causes valve to become stuck in the open position - When attempt is made to restart the engine no compression can be achieved - Engine will not start

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Intake Valve S�cking Test (GM V8 Engine SWRI Method)  Test vehicle is a 1993 C-1500 truck with 5.0L V-8 engine and automa�c transmission.

TECHNICAL DOSSIER

DIESEL FUEL ADDITIVES

Intake Valve Sticking Test (GM V8 Engine SWRI Method) - Test vehicle is a 1993 C 1500 truck with 5.0L V 8 engine and automatic transmission - Test procedure. Test Vehicle was operated on a chassis dynamometer for four one. Hour driving cycles during each day of the evaluation. The one hour driving cycle consisted of driving the test vehicle for 56 minutes at 55 mph with a 3 minute idle period.

After the driving cycles were completed, the test vehicle was cold soaked for 16 hours at 4 deg F ( 20 deg C). Following the cold soak, a cold engine compression test was performed to determine if valve sticking occurred - The additized fuel did not cause intake valve sticking

ADDITIONAL BENEFITS - Water Reaction Test Ocurrencies in the Engine

- ASTM D1094 ml water to 80 and ml fuel, shaken for 2 minutes then assessed over 5 minutes. Shake the cylinder for 2 min ±5 s, two to metal – to- 20 – metal contactadded areas: Piston three strokes per second using �ribute to the majority of wear in an engine. 12 to 25 cm strokes

nd Bearings, Valve Train and Pump make up Separation Rating, Interface Rating, er majority areas.

Fuel 5 min.

5 min.

Along valve stems and valve seats Piston headBase and chamber walls Gasoline 2 1b Fuel pump and brushing engines have higher compression Additized Gasoline ra�os and 2 1b displacements ccurring more frequently at shorter engine s ADDITIONAL BENEFITS - Corrosion Test in loss of efficiency SSIER gasoline is not as effec�ve of a lubricant and Rating NACE ASTM D665A ar brushes inFuel the fuel pump quicker

�me yr ability to ent wroscopy for

Base Gasoline

E

Fail

Additized Gasoline

A

Pass

fric�on

ity of

Separation rating are: 1 - Complete separation 2 - Air on water in fuel layer 3 - Emulsions, precipitates, fuel in water layer

Interface ratings are: 1 - Clear clean interface 1b - Small bubbles on <50% interface, no shreds, lace or film at the interface 2 - Shred of lace and/or film at interface 3 - Loose lace and/or slight scum 4 - Tight lace and/or heavy scum

NACE - 3.5 hours @ 38 deg C test temperature

Rating

Percent of Test Surface Corroded

A

0

B++

< 0.1 (2 or 3 spots of no more than 1-mm diameter)

B+

<5

B

5 ~ 25

C

25 ~ 50

D

50 ~ 75

E

75 ~ 100

ASTM D665 - Pass or Fail - Pass means no rust for both rods - Fail means rusting on both rods · Light Rusting: Rusting confined to not more than six spots, each of which is 1 mm or less in diameter. · Moderate Rusting: Rusting in excess of the above but confined to less than 5 % of the surface of the test rod · Severe Rusting: Rusting covering more than 5 % of the surface of the test rod - Duplicate Test (2 rods) · Procedure A – Distilled Water · Procedure B – Synthetic Sea Water - 4 hours @ 60 °C test

PROPOSAL - Sparco Petrol Additives and its unique detergent system controls the level of deposits on injectors, intake valves and combustion chamber to keep the engine clean and maintain its optimum performance · Excellent performance in M102 (Keep Clean and Clean Up) · Excellent performance in M111 (Keep Clean and Clean Up) · Keep Clean benefits on GDI - Sparco Petrol Additives provides protection against corrosion and emulsion or haze in wet fuel systems - Sparco Petrol Additives gives immediate benefit (Fuel Efficiency, Driveability ) due to the Friction Modifier - Dosage / Performance · Minimum dosage: 285 mg/Kg (310 ml/1000 lt of Gasoline) · Suggested dosage 380 mg/Kg (415 ml/1000 lt of Gasoline) for a good balance among its cost, performance, clean benefits, fuel efficiency and driveability · Maximum 600 mg/Kg (650 ml/1000 lt of Gasoline) to maximize all characteristics and functions

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