If we had asked a motorist ten years ago to describe a passenger diesel car in a nutshell, we would have received the following definitions in response: low-speed, economical, rumbles like a tractor. And this was all true until systems appeared Common Rail. They revolutionized engine construction, leveling out weak sides diesel engines and emphasizing the strong ones. With the advent of this system, the cars became revving, torquey and not at all like tractors.
Diesel fuel systems, even before the advent of Common Rail systems, were distinguished by high manufacturing precision, but with the transition to systems of this type, the technological gaps in them decreased by an order of magnitude. Thus, some gaps in the injectors are 1 micron or even less, and the pressure in the system exceeds 2000 atmospheres. In this case, the volume of pumped fuel can vary within very wide limits. All this places special demands on diesel fuel.
On the eve of winter, the number of discussions about the use of diesel fuel on car enthusiasts forums increases sharply. Usually everything revolves around the question “how can I add something to diesel fuel to make it better.” The following are different variants: how to lower the pour point of fuel, convert summer diesel fuel in winter, improve the lubricating properties of fuel, etc. Most of the discussions are on the topic of solidification of diesel fuel. What is not offered so that from summer diesel fuel make a winter one: pour kerosene and add gasoline or acetone; it is being discussed which diesel fuel defrost is more effective and how much should be poured into the prepared cocktail motor oil so that the engine does not become bad. Some rely on their experience gained while serving in the army, others authoritatively state that they worked on a drilling rig in the regions of the far north, and others simply read a lot of books. All this diversity of opinions is interesting in itself, but the practical value of the information is negligible. Moreover, “folk knowledge” concentrated in Internet forums is only applicable to a specific situation. And if someone successfully practices adding kerosene to diesel fuel in a KAMAZ with an in-line pump, then the owner of, say, a brand new Volkswagen Touareg with the latest generation Common Rail system, if he follows such authoritative advice, he will eventually end up in repair or even complete replacement fuel system.
To clarify this issue, we contacted Russian representative office Bosch company, the world's leading manufacturer of Common Rail diesel fuel systems. We present the results of our conversation in the form of answers to the most frequently asked questions.
However, first we draw the readers’ attention to several illustrations about the Common Rail system itself.
Here is a schematic representation of the Common Rail fuel system of a diesel car. Diesel fuel is in the tank where there is a filter rough cleaning located on the pump. From it, the fuel, passing through the fine fuel filter, enters the fuel pump high pressure with dosing device. After it, the fuel flows under high pressure into the distribution rail and then enters the engine through the injector. Through the “service” return line (necessary for raising the needle), the fuel is drained back into the tank. All this is controlled by the on-board computer.
Red lines indicate the area of high pressure, yellow lines indicate the area low pressure.
Standard scheme fuel injector Common Rail systems. As in the previous diagram, the red zone is an area of high pressure. The most loaded part of the injector is the ball valve.
The valve separates the high and low pressure zones; its opening causes the nozzle needle to rise and is accompanied by the flow of fuel at high speed between the seat and the ball. For this reason, the valve seat and ball are most susceptible to damage during fuel problems.
Features of manufacturing parts of the Common Rail fuel system. Operation under high pressure conditions and at supersonic flow rates places high demands on both the mechanism parts and the fuel used.
Answers to frequently asked questions
What changes have occurred in diesel fuel during the transition from Euro 3, 4, 5? Which parameters have improved and which have worsened?
Since there are questions winter operation diesel car one way or another relate to fuel, first of all you need to conduct a small educational program on this topic.
Diesel fuel parameters are set European standard EN590 or GOST 52368, which are analogues. All fuel equipment is developed on the basis of this standard, including by Bosch. We, as developers, proceed from the fact that the fuel poured into the engine must meet this standard. And if it corresponds, then no problems with starting the engine in winter and operating it should arise. Another question is if the user for one reason or another uploaded low quality fuel. Then we recommend not to do anything on your own, but to contact a service center.
To describe it roughly and approximately, in the process of changing the standard from Euro 3 to Euro 5, the requirements for the sulfur content in diesel fuel increased ahead of schedule and significantly. To make diesel engine emissions more environmentally friendly, the sulfur content was gradually reduced. At the same time, the sulfur found in the fuel also had positive properties: it was the presence of this substance that ensured the lubricating properties of the fuel. Accordingly, a decrease in sulfur content led to a decrease in the lubricating properties of diesel fuel, which negatively affects fuel equipment. Experts say the fuel is becoming “drier.” To compensate for this, sulfur-containing additives are added to the fuel composition at the production stage. Their presence ensures the preservation of the lubricating properties of diesel fuel. Standards specify the same value of lubrication properties for summer and for winter fuel. They only change low temperature indicators- such as cloud point and pour point.
What diesel fuel parameters are most important for safe winter operation of a diesel car?
For winter operation of a diesel car important parameter is the limiting filterability temperature. This is the temperature below which paraffin particles can no longer pass through the holes in the fuel system filter. Here we would like to address the issue of the filter elements used.
What are the features of fuel filters for diesel systems?
It's no secret that fuel filters- one of the most expensive among car filters. This is due to high requirements, on the one hand, for the quality of fuel purification, and on the other, for resistance to fuel flow. These parameters must be stable over tens of thousands of kilometers of the vehicle. By technical requirements filters must ensure a flow throughput of at least 90%, that is, not provide significant resistance to the fuel passing through them. This is due to the high performance of the high pressure fuel pump.
An attempt to save money on a filter element will have a negative impact especially during winter operation of the car. If the filter element has insufficient mechanical strength, then as soon as it becomes clogged with paraffin, mechanical rupture will occur. In this case, all the dirt accumulated on the filter element will fall into fuel system, which will lead to its failure.
The second important parameter is the lubricating properties of diesel fuel. On auto forums there are often recommendations about the need to dilute diesel fuel with other types of fuel (kerosene, gasoline, acetone - in different proportions) to improve it low temperature properties. Is it possible to do this, and what consequences can it lead to?
All of the additives listed above, of course, can reduce the crystallization temperature of paraffins in diesel fuel, but they can damage the fuel equipment much more than the paraffin itself. The problem is that all these additives dramatically worsen the lubricating properties of diesel fuel. It must be remembered that fuel not only burns in the engine, it also lubricates all friction pairs in the fuel equipment. Modern pumps operate with a pressure of more than 2000 atmospheres at a temperature of more than 120 degrees, while providing very high performance. And if suddenly a thin film of fuel disappears in some friction pair of the pump, then the metal surface is destroyed. The detached metal particles oxidize and turn into oxides, for example, aluminum oxide (corundum) is a well-known abrasive. Next, abrasive particles with the fuel flow are sent “for a walk” through the fuel system, which ultimately leads to the destruction of not only the pump, but also the injectors.
Is it possible to add motor oil to diesel fuel to improve its lubricating properties?
Motor oil is unlikely to improve the lubricating properties of diesel fuel, but what it is guaranteed to lead to is heavy deposits of varnish and resins on the surfaces of the injector. In the injector, the fuel is under high pressure and at high temperature - these are ideal conditions for the long molecules of some components contained in the oil to polymerize and block the moving parts of the injector. Given that the gaps in the injector are on the order of 1 micron, polymerization can occur very quickly. This leads either to the inability to open the injector and supply fuel to the system, or, what is much worse, to the needle getting stuck and uncontrolled fuel supply to the combustion chamber. In this case, the damage is unpredictable.
What to do if the fuel in the system is frozen? Can defrosters be used?
Diesel fuel defrosters are made based on solvents and ethers, for example, based on toluene, which is at least very toxic. In addition, the use of defrosters will lead to a double negative effect. Firstly, solvent will get into the fuel, which will worsen the lubricating properties of the fuel.
Secondly, the product from the tank will not be able to get into the filter, which will be clogged with paraffin. For what reason clogged filter will be affected by increased vacuum from pump operation. This may cause it to rupture.
Can depressants be used?
Bosch manufactures diesel fuel equipment for fuels that comply with the EN590 standard and we do not encourage the use of any additives. This is why we do not study the effects of various additives on our systems. The only exceptions may be products recommended or certified directly by the vehicle manufacturer. An example is motor oils, which are certified specifically for compliance with the car manufacturer’s standards. We, as a company producing fuel systems, do not engage in such certification. And if you see information on the label of a diesel fuel additive that it is recommended by Bosch, then rest assured that this is not true.
Can fuel dryers be used to remove water from fuel?
Water in diesel fuel is dangerous primarily because it causes corrosion. Fuel equipment uses high-carbon steel, which oxidizes easily. At the same time, minimal clearances require high quality surface treatment. The entry of water into the system leads to rapid oxidation of steel parts, and if the mechanisms do not jam due to this, then solid oxide particles immediately begin to act as an abrasive. If the water system sits for a couple of days, then the oxidation process can simply “weld” the parts into a single whole.
In addition, water in the fuel leads to rapid cavitation erosion of the ball valve seat. First, the volume of fuel backflow increases and the possibility of supplying it to the cylinders decreases (the maximum engine power drops), and then the injector stops opening altogether.
The use of alcohol-containing additives for drying diesel fuel is unacceptable. Water, when combined with alcohol, becomes even more chemically active. The use of such additives can lead to the most dire consequences.
Is it possible to drive if a diesel car was accidentally filled with gasoline?
Although this sounds funny, this also happens (and in Europe an order of magnitude more often than in Russia). If you find yourself in a similar situation, the main advice from Bosch is to immediately turn off the engine, and then use a tow truck to take the car to a service center to completely flush the fuel system.
An example of what happens to fuel equipment when the quality of the fuel is poor.
A pump that has failed due to very dirty fuel(possibly due to a broken filter). Separate photographs of the shaft and housing with the remains of the contents. It is clearly visible that the high-pressure pump mechanism has been completely destroyed.
The pump shaft was badly worn due to dirt getting into the Common Rail fuel system.
Rust in the inlet of the Common Rail injector housing. The reason for this is the presence of water in the fuel. The main problem with the system is rust flakes that flake off and get into the injector, where they damage the moving parts.
Varnish deposits on the valve stem of the Common Rail injector. Such deposits polymerize and tightly glue the moving parts of the injector. This is a rare photo, since it is quite difficult to remove the stuck rod.
What to do if there are problems with the fuel system?
For qualified system maintenance diesel injection Bosch has organized a network of specialized workshops Bosch Diesel Center / Bosch Diesel Service. They repair components using the technology of the manufacturer, have professional equipment, and specialists have passed required training. In addition, all repaired Common Rail system components undergo thorough testing on diesel test benches and receive a marking confirming that the components comply with approved requirements. This marking also allows the consumer to verify information about repairs performed, such as by whom and when the product was repaired.
In Russia there are more than 60 Bosch Diesel Centers and Services located throughout the country. To find the nearest workshop, you can use single number“hotline” of the Bosch Service network - 8 800 707 87 08.
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As promised, I “smoked” a little on the Internet about adding 2T oil. I started with foreign forums.So, the story dates back to approximately 2007, this coincided with the application of new standards for diesel fuel, which reduced the sulfur content until it was completely removed.
Euro-2 since 1996 sulfur content - 0.05%
Euro-3 from 2000 sulfur content - 0.035
Euro-4 since 2005 sulfur content - 0.005
Euro-5 since 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 the standard introduced a new requirement: the lubricating property of diesel fuel tested at high frequency piston installation using the method of sliding a metal ball (), maximum allowable wear was fixed at 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 affects wear 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 option 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.We should also not forget that engine building did not stand still at that time and engines were developed to work with fuel with low sulfur content.
Axiom two - the reduction in sulfur content, which worsens the lubricating properties of the fuel, was replaced by the addition of special lubricating additives.
But everything new is received with hostility, no one believed the chemists, society decided that the new standards were detrimental to diesel equipment, and then some schemer came up with the idea of adding two-stroke oil to the fuel in small proportions to make up for the loss of the miraculous effect of sulfur. Diesel engineers liked the idea so much that it simply blew up the Internet. There was no scientific evidence or testing to support 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 older mechanical diesels, especially ardently used 2T oil or as they call it 2SO (two stroke oil) by American diesel drivers driving large pickup trucks. Many note reduced noise, cleaner exhaust, and smoother engine operation. All reviews are subjective and rather based on the placebo effect, which is what is noted in reports from car owners.
The proportion of adding 2T oil to fuel is recommended at the level: 1 part 2T oil to 200 parts fuel. Considering the slightly higher density of 2t oil relative to the density of diesel (especially winter) application this method requires good mixing of oil with fuel, which simply cannot be done by simply adding it to the tank.As for the harm from using 2T oil. There is no definite answer here, since the dose of adding 2T oil is homeopathic and the potential harm from its use is extended over time and ultimately, even if some problems appear, they are attributed to temporary wear and tear of the engine and fuel equipment, but not to add oil.
Users of new diesel engines with electronic injection(in particular Common Rail) look at this “technology” with caution and not many are ready to participate in the experiment for their own money, but the crowd effect has an influence and still some succumb. This also applies to owners particulate filters.
Axiom three - Neither the benefit nor the harm from using 2T oil by adding it to diesel fuel has been scientifically or practically proven.
In conclusion, we managed to find one interesting post that at least substantiates, if not harm, then the uselessness of using 2T oil:
Completely useless not only for diesel engines HDi engines, but also for any engines with Common Rail, event. And that's why:
To begin with, why add oil to diesel fuel at all? The explanation is simple (and well known to anyone diesel specialist(specialists in deeds, not in words)) - “rings”, “rumbles”, “stinks” and a diesel engine with a heavily worn fuel injection pump and other components and parts of fuel equipment operates unevenly - the gaps have increased, the settings are “gone”, painstaking (and expensive) adjustment and/or replacement of worn-out components and parts (also expensive) - and the toad torments, oh, how it torments. ...
And then proven by generations of unscrupulous sellers comes to the rescue. diesel cars reception of mobile phones - two-stroke oil is poured into the fuel. ... The viscosity of the fuel inevitably increases, which means that worn plunger pairs and/or spools/rotors “float up” and stop “ringing”; it is more difficult for a worn injection pump to inject viscous fuel, moreover, most likely through uncleaned injectors, which means the quantity The amount of fuel entering the chambers decreases, as well as the injection start point “shifts” (towards “after” TDC), the fuel begins to burn more slowly... and an illusory effect arises that the engine has begun to run smoother and quieter. Like new... This is the “two-stroke oil scam” - MIRACLE!
But, as you know, miracles, alas, do not happen! And this whole event is countered by the fact that when the diesel engine was new, it also did not “ring” at all, it worked just as quietly, and carried the car forward like a young bun.... on a regular one, without any additives fuel!
So why does it now require topping up oil in order to work (or rather, create the illusion) also quietly and steadily? ... So it is completely logical that the engine is WORN OUT. And this can only be cured by repair.Don't engage in "garage experiments"! Any professional diesel mechanic will tell you - a normal and serviceable, healthy and well-maintained diesel engine, even with half a million mileage, runs quietly, pulls confidently and “breathes” measuredly on a regular normal diesel engine, WITHOUT adding any miraculous substances to the fuel..
All of the above applies mainly to diesel engines with a “classic” injection system, now extinct, like dinosaurs once...
What about Common Rail?
But 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.
Let's imagine ourselves as a particle of fuel that gets into the fuel tank from refueling nozzle and trace the path of this particle into the combustion chamber of a diesel engine with a Common Rail system...
First, we float in the tank and are sucked in through the interestingly shaped fuel intake nozzle. Its shape is due to the “tea leaves in a glass” effect, whereby, as a result of swirling the fuel flow, large particles of dirt, due to centrifugal force, accumulate to the side of the fuel inlet, or “fly” past it, remaining in the tank. The oil in the fuel is useless at this stage. ...
Next we meet the fiber of the coarse filter, the purpose of which is to prevent large particles of dirt and sand from entering the fuel line. ... We swim through the fiber and swim-swim-swim along the fuel line.
Here we also use oil “like pliers in a bathhouse”...Next we plop into the filter fine cleaning, through a filter element that traps microscopic particles of debris at a level close to molecular. 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 for the village nor for the city.” ...
The first mechanism we can encounter is a low-pressure fuel priming pump. It is usually made in the form of a turbine, 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 fuel itself, since it usually does not come into contact with anything, and if it does come into contact, 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, the oil is also "guest" here...
We get into the high pressure fuel pump. This is where there will probably 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 - creating and maintaining high pressure in the ramp (receiver) of the system. Moreover, pressure regulation is controlled not 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. Friction against the cylinder walls is minimal here, the speed of movement 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 metal-ceramic coating of friction surfaces, which also contributes to minimal friction and wear. By and large, this is NOT even a plunger pair...
In injection pumps of “classic” type injection systems, the plunger pairs have an ultra-precise design, the movement of parts occurs both in length and in angle. Moreover, this happens when the pressure is constantly changing from zero to high. The movement of the piston relative to the cylinder in the plunger pair has high speed and a large, constantly changing stroke... accordingly, high wear. And there is also the effect of cavitation (which, by the way, “finished off” pump-injector diesel engines, now almost extinct...) ...
That is why the oil in the fuel for the Common Rail high-pressure pump cannot have any noticeable effect on the properties of the rubbing surfaces and wear (which is practically absent).
Let's swim further... After the high-pressure pump we find ourselves at the ramp. For a particle of fuel, it’s the same if a person suddenly finds himself in a tank of cyclopean dimensions, in which there is one inlet and four (for four-cylinder engine) outlets to the injectors. There may also be a fifth hole through which the valve regulating the pressure in the rail bleeds excess fuel into the return line.
We float inside the nozzle along a thin capillary. We linger for a moment in the small chamber near the needle. And we rush headlong into the combustion chamber through the thin holes of the injector nozzle straight into the hell of air heated to a thousand degrees, ... in which a particle of fuel instantly burns ...
Common Rail injectors are fundamentally different from “classic” ones in that they are opened electronically, and not by fuel pressure. They have a compact, even miniature, and relatively simple design, almost like conventional gasoline injection engines. The fuel in them has virtually no contact with the pushing element.
In “classic” injectors, opened by fuel pressure, the pushing element directly interacts and is washed (and lubricated) by fuel. The design itself is very complex, and as a result, the “classic” nozzle is much larger in size. Friction and wear of the pushing element are “in full force” here.
But we have Common Rail...The fact that the pushing element, needle, etc. Common Rail injectors experience tens (or maybe hundreds!) of times lower loads, including frictional ones, practically and virtually do not require lubrication and therefore have almost no contact with the fuel flow (they don’t need this), relative to diesel engine injectors with a “classic” type injection system, illustrated by the following pictures...
Pictured here are Bosch Common Rail injectors (widely used on HDi diesel engines)...
On the left is 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 for a piezoelectric injector they are practically absent) have an “eternal” supply of heat-resistant synthetic lubricant and anti-friction coating of friction surfaces, designed for the entire service life of the injector...
Below is a diagram of a diesel engine injector with a “classic” type injection system...
As you can see, its design is more complex and “rougher” than that of Common Rail, and the entire pushing element, the friction in its parts, is completely at the mercy of the fuel... The nozzle itself requires careful adjustment, and all this despite the fact that in the diagram...
The design of a “classic” type injector is still far from being the most complex...And this is a diagram of a diesel engine injector with a pump-injector injection system...
As they say - feel the difference... The extremely complex (in some ways even to the point of absurdity), unreliable and cumbersome design ultimately “sentenced” the injection systems of this scheme, which are now completely supplanted by Common Rail...
There are also good illustrative examples oil getting into the CR type fuel system:
CONCLUSION. The benefits of using 2T oil are based solely on faith, so the advisability of its use is determined by the user’s faith in the effect of this method.
From the Zafir forum:
Just read the theory once and forget about any stupid pouring oil into the solarium
Question:
One friend told a story - that a very “cool” diesel driver adds 1-2 liters of 2-stroke oil to the tank (as an additive). After this, the engine begins to run much quieter and throttle response is better. He drives a Gelenwagen. And before his eyes, he topped up the tank of a friend with a TOYOTA. It rang like bells at idle - and when I filled it in, it started to run as quietly as gasoline.
Who will tell or advise? Will this work with a wad - or is it better not to risk it? After all, the engine has a lot of sensors - what if one starts?..Answer:
Completely useless not only for HDi diesel engines, but also for any common rail engines. 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 practice, not in words)) - a diesel engine with a heavily worn injection pump and other components and parts of the fuel equipment “rings”, “rumbles”, “stinks” and runs unevenly - the gaps have increased, the settings are “gone”, painstaking (and expensive) adjustment and/or replacement of worn-out components and parts (also expensive) 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 plunger pairs and/or spool valves/rotors “float up” and stop “ringing”; it is more difficult for a worn fuel injection pump to inject viscous fuel, moreover, most likely, through uncleaned injectors, which means the amount of fuel entering The fuel chamber decreases, as well as the injection start point “shifts” (towards “after” TDC), the fuel begins to burn more slowly... and an illusory effect arises that the engine has begun to run smoother and quieter. Like new... This is the “two-stroke oil scam” - MIRACLE!
But, as you know, miracles, alas, do not happen! And this whole event is countered by the fact that when the diesel engine was new, it also did not “ring” at all, it worked just as quietly, and carried the car forward like a young bun... on regular fuel, without any additives!
So why does it now require topping up oil in order to work (or rather, create the illusion) also quietly and steadily? ... So it is completely logical that the engine is WORN OUT. And this can only be cured by repair.Don't engage in "garage experiments"! Any professional diesel engineer will tell you - a normal and serviceable, healthy and well-maintained diesel engine, even with half a million mileage, runs quietly, pulls confidently and “breathes” measuredly on an ordinary normal diesel engine, WITHOUT adding any miraculous substances to the fuel.
All of the above applies mainly to diesel engines with a “classic” injection system, now extinct, like dinosaurs once...
What about common Rail?
But 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.
Let's imagine ourselves as a particle of fuel that got into the fuel tank from a refueling nozzle and trace the path of this particle into the combustion chamber of a diesel engine with a common rail system...
First, we float in the tank and are sucked in through the interestingly shaped fuel intake nozzle. Its shape is due to the “tea leaves in a glass” effect, whereby, as a result of swirling 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 the fiber of the coarse filter, the purpose of which is to prevent large particles of dirt and sand from entering the fuel line. ... We swim through the fiber and swim-swim-swim along the fuel line.
Here we also use oil “like pliers in a bathhouse”...Next, we plop into the fine filter, through a filter element that traps microscopic particles of debris at a level close to molecular. 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 for the village nor for the city.” ...
The first mechanism we can encounter is a low-pressure fuel priming pump. It is usually made in the form of a turbine, 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 fuel itself, since it usually does not come into contact with anything, and if it does come into contact, 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 “guest” here...
We get into the high pressure fuel pump. This is where there will probably be friction?..But no! And here it is minimal! The fact is that high-pressure pumps of common Rail systems have a simple piston design, determined by the simplest and only purpose - creating and maintaining high pressure in the ramp (receiver) of the system. Moreover, pressure regulation is controlled not 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. Friction against the cylinder walls is minimal here, the speed of movement 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 metal-ceramic coating of friction surfaces, which also contributes to minimal friction and wear. By and large, this is NOT even a plunger pair...
In injection pumps of “classic” type injection systems, the plunger pairs have an ultra-precise design, the movement of parts occurs both in length and in angle. Moreover, this happens when the pressure is constantly changing 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 ... accordingly, high wear. And there is also the effect of cavitation (which, by the way, “finished off” pump-injector diesel engines, now almost extinct...) ...
That is why the oil in the fuel for the common Rail high-pressure pump cannot have any noticeable effect on the properties of the rubbing surfaces and wear (which is practically absent).
We sail further... After the high-pressure pump we find ourselves at the ramp. For a particle of fuel, it’s the same as if a person suddenly finds himself in a tank of cyclopean dimensions, 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 regulating the pressure in the rail bleeds excess fuel into the return line.
We float inside the nozzle along a thin capillary. We linger for a moment in the small chamber near the needle. And we rush headlong into the combustion chamber through the thin holes of the injector nozzle straight into the hell of air heated to a thousand degrees, ... in which a particle of fuel instantly burns ...
Common Rail injectors are fundamentally different from “classic” injectors in that they are opened by electronics, and not by fuel pressure. They have a compact, even miniature, and relatively simple design, almost like conventional gasoline injection engines. The fuel in them has virtually no contact with the pushing element.
In “classic” injectors, opened by fuel pressure, the pushing element directly interacts and is washed (and lubricated) by fuel. The design itself is very complex, and as a result, the “classic” nozzle is much larger in size. Friction and wear of the pushing element are “in full force” here.
But we have common Rail...Well, why do we need to add oil to the diesel engine with a common rail diesel engine? Friction and wear, all sorts of gaps, etc. actually missing...
Click to expand...
This is all complete crap.
The man heard the ringing, but does not understand where its source is.
Any fuel equipment includes precision mechanics, and has no chance of surviving to rough metallic knock, will die much earlier.
The above-mentioned nonsense is broken - at once.
An example from benzomir.We take any (carburetor or indirect injection) gasoline engine with the ability to adjust the ignition, unscrew the distributor very much early ignition, we get almost an analogue of a diesel sound at idle.
And where is the ultra-high pressure injection equipment on this engine?Why did the gas engine work like a diesel engine?
Because the back pressure has increased, the peak pressure values during combustion have increased. The shock wave vibrates in the cylinder with much greater intensity.
.....It is NOT the fuel equipment that produces the main diesel sound.
The main sound is created by a shock wave with a rapid increase in pressure; the cylinder walls and the piston bottom resonate.The oil increases the cetane number, lengthens the combustion period, and reduces the rate of pressure growth.
The viscosity and surface tension of the fuel also changes slightly, the particle sizes of the atomized fuel change, the proportion of larger particles in the “fuel mist” increases, and this delays the combustion process: this gives an effect similar to increasing cetane number.As a result, the intensity of the shock wave decreases and the motor runs smoother.
I want to talk about what turns out to be a popular topic - adding oil to the fuel of a diesel car. The topic is quite popular among owners of diesel cars and very controversial, since there are both supporters of this “life hack” and opponents.
Let me start by saying that I learned about such a “trick” relatively recently, from one of my friends, who was fiddling around at a gas station for several minutes near fuel tank. When I asked what happened, he answered with a smile that he had poured in “the People’s Commissar’s 100 grams...” I became interested and began to ask about what, and how, in general, I was privy to the essence of the matter and, to be honest, I was a little shocked by what I heard. Fill the tank with two-stroke oil in a diesel car? For what? The last time I saw this was when my dad poured oil into the gas tank of his JAVA. But diesel oil? And even in the tank modern car? Unclear! So, I decided to look into this. I didn’t argue with my friend, but to be honest, I didn’t believe what he was saying, despite the fact that an experienced motor mechanic advised him to pour two-stroke oil into the diesel fuel.
So, after studying this issue, rummaging around on the Internet for several days and sifting through several hundred articles, I came to the conclusion that I decided to present in this article. If you are interested, continue reading, if you are too lazy to read, watch the summary right away...
So where do legs come from?
A long time ago, when diesel fuel or diesel fuel still existed of proper quality, paraffins contained in diesel fuel, when subzero temperatures ah thickened, turning the fuel into jelly. Despite the fact that the solarium was supposedly winter with a snowflake “*”, owners of diesel cars had quite a few problems. The paraffins settled, and the diesel engine itself became “fat-free” or something, as a result of which the injection pump (high pressure fuel pump) suffered. Why did you suffer? The fact is that the lubrication of this same fuel injection pump, as planned by the designers, should be done by the fuel itself, which should be “greasy” due to the presence of paraffins in it. However, due to sub-zero temperatures, as I already said, there is a shortage of lubrication, which significantly affects the condition of the fuel pump and leads to its premature failure.
Craftsmen experimentally came to the conclusion that adding additional lubricant to diesel fuel in the form of oil or kerosene, which had a beneficial effect on fuel injection pump operation and the entire engine as a whole. At the same time or a little later on the market automotive chemistry Various fuel additives, “antigels” and similar preparations began to appear that performed the same function. The only difference was the price... Those who had financial opportunity they began to buy additives 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 has flown, everything has changed, generations of drivers, engines and technologies, but despite the high-tech nature of modern ones, 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 large percentage paraffins from fuel. As a result, they get savings and supposedly “winter diesel fuel,” while drivers get a lot of problems and a faulty high-pressure fuel pump.
Lack of fuel injection pump lubrication leads to its inevitable failure, a harbinger of which is loud work this node. Due to the large output, the gaps in the parts of the high-pressure fuel pump increase, which lead to the fact that during operation the injection pump makes a lot of noise, which is familiar to all “diesel drivers”.
How will the motor react?
Opponents of such “infusions” into the tank question this method protection of the fuel injection pump, since it is allegedly not recommended by the car manufacturer; moreover, the compatibility of 2T oil with diesel fuel and its effect on the diesel unit have not been tested.
Argument 1 . Precisely for those who doubt it, 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 diesel engine, on the contrary, it makes the engine run more smoothly, lubricates the fuel injection pump, prolonging its “life”. Moreover, observations have shown that after adding oil to diesel fuel.
Argument 2 . One of the respondents, who repairs fuel equipment, made a sensational statement. He not only confirmed the fact that adding oil has a beneficial effect on the injection pump and the engine as a whole, but also spoke about his own tests. He experimentally found out that fuel injection 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 supporters of using 2T oil, is the proportion: 1:100, this is the “dose” that, according to owners of diesel cars, does not violate the fuel assembly ( fuel-air mixture) and has a beneficial effect on the condition of the engine and fuel equipment. The fuel injection pump and engine operate smoothly, without loss of dynamics.
As for the brand, there is no definite opinion, the main thing is that it is 2T oil, preferably not cheap. Also, according to the observations of some forum users, it is better to pour semi-synthetic oil in 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!
Let's sum it up
As practice and numerous positive reviews from understanding people show, pouring 2T oil into diesel fuel is a completely working way to prevent the breakdown of expensive fuel equipment. Using a small amount two-stroke oil will not cause damage to 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 oil costs and the need to constantly get your hands dirty and bother with pouring this oil into the tank. But it seems to me that if you compare the cost of repairs and the discomfort associated with it, then all these disadvantages simply look ridiculous.
Alternative . If you don’t want to pour 2T oil, but want to keep the engine and fuel injection pump, buy it special additives in diesel fuel, which will provide a similar effect, albeit at a higher price. As a result, the use of such additives will be cheaper than expensive repairs fuel equipment and premature exit failure of one of its most expensive parts. As I have said more than once: “Prevention is always cheaper than repair!”
If you don’t want to tinker with all this, then I recommend using the first or second method at least winter time, when the diesel fuel becomes “dry and fresh” and the fuel pump operates practically without lubrication. Such measures will ensure correct work Injection pump will extend its service life, and will also allow you to avoid troubles and waste associated with repairs.
That's all I have, thank you for your attention. Leave your thoughts on this matter in the comments, tell us which option you use and how you feel about adding oil to diesel fuel. Bye everyone, take care of yourselves!
Among car enthusiasts, there are supporters and opponents of the idea of adding two-stroke oil to diesel fuel. Both positions are not unfounded, they have a sensible explanation, on whose side is the truth, let’s try to figure it out.
According to the new standards, the requirements for diesel fuel have been tightened: the sulfur content must be 0.05%. In addition, the composition of the fuel must include additives that increase the cetane number, as well as depressant-dispersant chemicals. This allows you to reduce the amount of sulfur in diesel fuel, reducing its harmful effects on environment. But unscrupulous manufacturers produce fuel without adhering to all the necessary standards; diesel fuel often contains various impurities that reduce its quality - this affects the operation of power units.
The reason for the rough operation of the diesel drive may be the use of fuel with insufficient cetane number. This parameter affects the ability of the mixture to ignite. If the cetane number is insufficient, the ignition period becomes too long; before combustion begins, a large amount of fuel enters the combustion chamber - the fuel ignites throughout the entire volume of the combustion chamber, the pressure increases very sharply, and harsh engine operation occurs. Adding motor oil to diesel fuel increases the cetane number, the drive begins to work better, motorists note the following changes:
- Fuel consumption is slightly reduced;
- the power unit is quieter and smoother;
- exhaust gases become cleaner.
Adding oil to diesel fuel makes the engine run smoother, but there are other factors that need to be taken into account. Watch a video about adding motor oil to fuel:
Adding oil is necessary
Modern standards reduce the proportion of sulfur in fuel; many motorists believe that a decrease in this chemical element will lead to a deterioration in the lubricating properties of the fuel. Chemists took this fact into account and added a package of additives to the fuel composition. But most drivers add two-stroke motor oil to diesel fuel to improve lubrication.
2 stroke oils burn inside power unit completely, without the formation of soot and soot. Car enthusiasts were determined how much oil needed to be poured to improve engine performance - the proportion was 1:200.
If you are filling in diesel fuel of dubious quality, then adding 2-stroke motor oil in such an amount is justified. Do not be afraid of contamination of the spray nozzles - specified oil Designed to burn instantly.
There is another problem - there are fuel injection pumps with a separate lubrication system and those that are lubricated directly with diesel fuel. The second type is set to passenger cars. To lubricate the pump elements, diesel fuel with great content sulfur, reducing the mass fraction of this chemical element to European standards reduced the lubricating properties fuel mixture. Therefore, it is necessary to add two-stroke oils to diesel fuel when the engine is running, especially at low temperatures. Please note that imported diesel fuel does not contain paraffin; it contains oil. Domestic diesel fuel has paraffin due to its low cost and lubricating properties. Adding 2-stroke motor oil to diesel fuel domestic production, you prevent paraffin from crystallizing when low temperatures, ensure a quick start of the engine, increase the low-temperature threshold for pumping fuel through the filter.
Opponents of topping up
Diesel fuel manufacturers do not indicate the possibility of adding lubricants, to the composition of the fuel they produce. The use of two-stroke oil contradicts the recommendations of dealers of cars with modern engines, manufacturers of such drives indicate that diluting the fuel with any substances is unacceptable.
Most experts adhere to the position that adding motor oil to a diesel engine is acceptable in older engines equipped with panel injectors and is unacceptable in new power units with multi-hole nozzles.
In drives with a decent mileage, wear of the engine elements is observed, the gaps between the friction pairs increase, adding oil will lead to an increase in the density of the fuel, the amount of fuel leaking into the combustion chamber will decrease, the worn pairs of engine elements will stop ringing, and the illusion of improved engine performance arises. In this case, you can do without general engine repairs. But this effect is short-lived; the engine will fail over time.
Adding two-stroke oil to diesel fuel is unacceptable due to the difference temperature conditions diesel and motorcycle operation. 2-stroke oils burn completely in motorcycle engines, and in diesel engines they form products of incomplete combustion - carbon deposits form, the injectors become coked, and sediment settles on the particulate filter, turbocharger parts and so on. An excessive increase in the cetane number causes a decrease in drive power, leads to an increase in fuel consumption, and an increase in smoke.
Conclusion
The addition of motor oil to diesel fuel is very common among car enthusiasts; such actions allow the use of diesel fuel at fairly low temperatures, improve engine performance, increase the lubricating properties of the mixture, and eliminate dry friction of drive elements.
For modern engines These manipulations can be disastrous; the engine design is not designed to change the viscosity by adding oil. And in old, worn-out drives, the effect of improving the performance of the power unit is illusory; the driver is simply playing for time until overhaul, but the reasons for the rough operation of the motor are not eliminated. In addition, 2-stroke motor oils are designed for the operation of a motorcycle, not a diesel engine; doubts arise: will the mixture burn completely inside the engine or will lead to an increase in carbon formation.
The car enthusiast must decide which opinion to listen to, because the service life of the engine depends on his choice.
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