Oils & Fluids
How Dipetane Fuel Technology Compensates for the Shortcomings in Current Engine and Fuel Technologies
Increasing the efficiency of purchased fuel and reducing emissions
In a world full of claims by engine manufacturers and fuel additive producers as to the efficacy of their various products, it is worth noting that there is one product, not new but which has been under the radar for more than thirty years, which can fairly and squarely produce scientific and controlled testing results, produced in accredited testing houses that it does indeed work. It does what it says on the bottle.
Besides having the scientific proof for their claims, long-term users of Dipetane are happy to testify that with continuous use in their fuel, Dipetane saves them up to 10% and in many cases more on fuel costs. The particular beauty of this product is that whilst saving money Dipetane also has so many other benefits, protecting engine parts for less frequent replacement of expensive Injectors and DPF’s for instance.
It is so simple it is genius! And that is what it turns out to be. Bear with me while I give you a simple explanation. Carbon is the big C in the fuel world. We need the carbon in fuel to give us the output and energy. Carbon being the expensive part of the fuel, should by rights be burnt completely, all of it! But it is not. Put simply, this is where we start our problems with emissions in the air and carbon build-up in our machines. It is all to do with the combustion of carbon.
Combustion of our fuels is largely incomplete. This is because, up to now and without Dipetane, standard fuels have not been able to get the 21 Units of Oxygen, which is the standard number of Oxygen units in our air on this planet, onto the volatile carbon chains at the point of combustion.
The obvious first step in solving combustion problems must be to burn the carbon properly. Only after this step, should the application of DPF’s, EGR’s and Catalytic Converters be carefully considered
There is a very special formula which allows this to happen. It is added to fuel at a ratio of 1:200. It is called Dipetane. It is self- mixing, there is no need to agitate it within the fuel. It doesn’t matter if it is added to the fuel or whether the fuel is added to it. Dipetane’s Fuel Technology will circulate throughout the fuel, enabling the fixed Oxygen to have much more access to the volatile carbon chains which results in more complete combustion in the combustion chamber! This means that Dipetane treated fuels combustion chamber deposits remain unfed because of the use of Dipetane. Such unfed deposits disintegrate thereby reducing temperature and reducing NOx.
The rest of the story is just pure logic! It stands to reason that if you are burning more of the carbon in your fuel, that you are increasing output. It stands to reason that if you are burning more of the carbon that you are not producing as much smoke or emissions. It also stands to reason that as a result of the above, that you are saving hard cash. Having paid dearly for your carbon fuel in the first place, you are now in a position to burn it more effectively.
Word of mouth is your best advertiser. This has been the case with Dipetane. There is a robust and growing loyalty to this fuel treatment which to date has been rather under the radar. There are a couple of explanations for this. Firstly, the very invention of this product is a story in itself, but suffice to say that it was indeed a brilliant mind and a brilliant man who was way ahead of his time. Secondly lack of exploitation due to constraints. Whilst you might think that governments and oil companies would be tripping over each other to reduce emissions and save the planet, it doesn’t in reality work like that! Why would either elect to receive up to 10% less income for starters?
Motor car manufacturers rather like their product scrapped and replaced in a certain time frame, increasing parts life would not be top of their priority list.
Engine men have made huge advances in their technology, they have done just about as much as humanly possible to increase the efficiency of their marvellous engines, incomplete combustion lets it all down another factor is the quality, or lack of it, in the fuel that we are buying at our pumps today.
Take the various European Directives. Reduced Sulphur of 90% for instance. Certainly this is a good attempt to clean up the air that we breathe, but it does nothing for the quality of the fuel that we burn. Sulphur was acting a lubricant on injectors and valve stems. Since this major reduction it has been causing endless trouble with expensive Injectors and Valves. Because Dipetane has minimised unburnt carbon in the system and has its own lubricity, both of these help to counteract that lack of sulphur and lubricity.
Another European Directive allows the addition of up to 7% of bio-fuels within our diesel. The provenance of said bio-fuels are distinctly unknown and one wonders what damage their inclusion is causing to the inner workings of engines. We all know to expect less actual carbon in these added bio-fuels, but at least with Dipetane added to the mix you can be assured that whatever carbon is within will actually be burnt!
Another thing about Dipetane is that it is 100% hydro-carbon. There are no nasty solvents, octanes and detergents in this product, take a look at the label. There is nothing within Dipetane that is not already in the fuel that you have bought and paid for. As a result, all engine and manufacturers warranties stay intact. You cannot be told not to use Dipetane as it is an ‘additive’. It is most definitely not an additive nor a secondary additive. It is a pre-combustion fuel treatment. It adds nothing to your fuel and takes away nothing either. As with all fuel that goes into your tank, Dipetane complies with the EU fuel standard, which is EN590. You need never be afraid of ‘overdosing’ with Dipetane, it won’t do any harm but it would just be a waste of money! Adding extra, extra Dipetane won’t make fuel get better and better! The correct mix ratio is always 1:200 in diesel, petrol, heating oil, Kerosene, light, medium and heavy fuel oil. Dipetane works in all fuels, all engines and all boilers all of the time.
Understanding and dealing with problems using Urea Gas, Diesel Particle Filters, Catalytic Convertors and Fuel Additives. Explaining the advantages of using Dipetane with all of the above.
The introduction of Diesel Particle Filters and Catalytic Converters and add on tanks for liquid additives on engines and machinery is a new phenomenon introduced only since about 2012. These have been designed and introduced on engines in order to achieve Euro 5 and Euro 6 lower emission targets. These quick fixes were rushed through and it is only now that their shortcomings and costs are being acknowledged.
None of these quick fixes have ever attempted to address the underlying and fundamental problem which exists in the combustion of all standard fuels, which is that there is less carbon burnt at the point of combustion than there could be if more Oxygen was able to access the volatile carbon chains. It is for this reason that carbon build-up and emissions become a problem with all standard fuels. With the addition of Dipetane to standard fuel (1:200) the standard 21 units of Oxygen in the air can access the volatile carbon chains and allows for a much more complete burn of the carbon. This is what leads to the Ten Point Advantage of Dipetane treated fuel.
Many engine manufacturers were simply unable to meet the Euro 5 and Euro 6 lower emission standards. They did not have the knowledge or the technology. In reality had Dipetane been introduced to the fuel, these goals could have been better achieved. At this point the engine manufacturers simply decided to cheat and set up their elaborate software adjustments for use under testing conditions at the point of NCT, DOE or MOT. This has resulted in a multibillion Euro fines and a complete betrayal of trust and confidence for the consumer.
There are also (in 2017) ongoing legal cases being brought against the six main truck manufacturers in Europe. This is because the manufacturers have foisted ‘compulsory’ fixes such as DPF’s and CAT’s without ever having properly tested them, onto the consumer who are now paying the price.
Diesel Particle Filters (DPF’s) – Catalytic Converters ( Cat’s)– the use of Urea Gas and common fuel additives, (post-combustion fuel treatments).
Diesel Particle Filters (DPF’s)
Designed to reduce emissions by regeneration within the filter. This is achieved at some expense considering the high temperature required and the amount of extra fuel required to obtain it. Regular and meticulous maintenance is required. Faults arise due to a combination of SOOT and ASH residue in the DPF prior to regeneration. The American Environmental Protection Agency recommend the level of 20% SOOT which arises from unburnt carbon which can be burnt off in the regeneration process and the other 80% ASH, which is residue from engine oil additives and which cannot be burnt off. This results in the following:-
- Plugged DPF from a build-up of SOOT and ASH
- Lower power
- An engine de-rate
- Cracked DPF
- Engine damage
ASH is a powder like substance which, as stated, is residue from engine oil additives that does not burn off despite repeated regenerations. After 33,000 miles half of the residue build up in a DPF is ASH. When SOOT and ASH reach such levels, back pressure becomes more of an issue and regenerations are repeated. After time, such regenerations only serve to transform the ASH into hardened immovable blocks that destroy the DPF, which becomes glazed, cracks or is melted.
When the 80% ASH cannot be burnt off by regeneration, the DPF must be removed from the exhaust line. This is not an easy task, being large and difficult to get at. Specialist cleaning and mechanical costs are high, not to mention the inconvenience of downtime. It is impossible to burn ASH.
Understanding Catalytic Converters using Urea Gas .
Catalytic Converters are an expensive add on and designed solely to reduce NOx, they do not enter the combustion chamber and therefore have no effect on combustion itself.
This system is used on both cars and trucks. Some manufacturers insist on the use of these products and their systems are designed to ensure their use, causing engines to stall if there is insufficient or no Urea product in their tanks. There are many that believe that this is a ready-up by engine manufacturers and some oil companies many consumers are now objecting to this, feeling that they have been put over a barrel and been forced into extra unwarranted expense for these ‘add on’ fixes. Many companies, on the web, now offer a service to by-pass the use of Urea.
There is a separate ‘Urea Tank’ on each vehicle which holds and feeds the Urea down a dedicated pipe and into the Catalytic Converter. This pipe is positioned on the exhaust pipe at the rear end of the truck. Given a particular temperature this is designed to reduce NOx. Altogether, between the tank and the piping system this can weigh up to 500lbs. and results in extra fuel usage just to accommodate the system. It is also very expensive for truck buyers who are now suing for recovery of costs on a block basis.
The feed rate of the Urea gas into the Catalytic Converter should be aligned with the engine size and the expected NOx levels. This means that the lower the NOx the less Urea is used. This is where the use of Dipetane’s NOx reduction capacity within the combustion chamber is very worthwhile. Our experience in agricultural machinery is that when the work is heaviest, more Urea will be required. Dipetane works very well in combination with Urea and more than pays for its use. Dipetane also works well and improves all additives, again, more than justifying the extra expense of such ‘additives’
If the feed rate of Urea is too low, then the NOx emission reduction levels will not be reached.
If the feed rate of Urea is too high there will be deposits and blockages which can cause crystallisation and wear on the expensive injectors.
If the Urea holding tank freezes it will cause the engine to stop.
Dipetane – Summary of Benefits
The addition of Dipetane to all standard fuels (ratio 1:200) enables the fixed rate of Oxygen (21 Units) to access the volatile carbon chains within the fuel at the point of combustion, allowing for a more complete combustion and thus avoiding carbon build-up and excessive smoke and emissions. The following ten points clearly outline the advantage of using Dipetane treated fuel in every instance where there is combustion, in every engine and boiler and with all fuels.
Dipetane treated fuel allows a more complete combustion of carbon resulting in the following benefits
- Save up to 10% on all fuel costs. Transport, Agricultural, Heating, Industry, Shipping and Plant & Machinery
- Pass NCT,MOT,DOE Smoke and Emission Tests
- Keep Diesel Particle Filters (DPF’s) clean and prolong the life of Catalytic Converters.
- Keep EGR valves clean
- Compensate for the recent EU decreed 90% reduction in sulphur removed from fuel. Dipetane compensates for this by adding extra lubricity. This helps to protect Injectors, Valves, Pumps and Exhausts
- Dipetane compensates for the impact of the 4% to 7% addition of bio-diesel (Government approved) which has been added to standard diesel
- Prevents waxing in Diesel to -34C (Pour Point Test)
- Dipetane eliminates the need for 90% of out-dated post-combustion fuel additives for both diesel and petrol
- In combination with the use of AdBlu and other NOx reducing additives Dipetane more than compensates for its’ cost of use
- Dipetane enhances the actions of all Biocides, helping to prevent bacteria growth
Oils & Fluids > Fuel Additive