Do you have a link to the study report?

Walenut wrote,


"The second major issue that I can see that has changed is the grade of engine oil now specified for diesel engines, old diesel engines where spec’d with heavy grade oils mainly 20W 40’s in the UK but in recent years the base oil has got thinner and thinner and we are now seeing 0w30 oils spec’d. Whilst oil technology is light years ahead of where it was a ‘0’ grade oil is mighty thin, think of something that you would lubricate a sewing machine with and a compression combustion engine still creates a massive amount of force when combustion takes place."


The reason a more fine grade oil is now used in newer engines is down to the manufacturing processes invloved in constructing a new engine.
Over the years this process has become much muce better. With better made engines comes the need for a finer oil to lubricate them as the gaps between moving parts is now so much closer.
Thicker oil would no longer lubricate and do the job properly as it did in older less well made engines

superspark wrote:

The reason a more fine grade oil is now used in newer engines is down to the manufacturing processes involved in constructing a new engine.
Over the years this process has become much much better. With better made engines comes the need for a finer oil to lubricate them as the gaps between moving parts is now so much closer.
Thicker oil would no longer lubricate and do the job properly as it did in older less well made engines

dr. tom wrote:

Whow, what a thread! Took me days to read all the posts.
In general, Yamaha-Fan has put her finger in the right spot and all she said is correct and in line with the present knowledge and experence.
But one thing I have to add:
All Euro 5 certified diesel engines -and this will NOT affect any Euro 4 or lower diesel-engines- should reduce
the dosis of 2SO from 1:200 to 1: 150 or 1:100, depending on the engine-manufacturer, as the Euro 5-engines are very prone to sulphur even in its lowest contents. So when you choose your 2SO please check the sulphor content of the product of your choice. The product Addinol MZ 406 is recommended by the University of Rostock
in its end of 2011 study on this subject.

+1! "Should reduce the dosis of 2SO from 1:200 to 1: 150 or 1:100, depending on the engine-manufacturer"?!?!?! Wuw! Life is very hard but...good news...she's running like hell

another snake oil advocate discredited, when will we get some real proof  At work
At home

"I can't always believe facts I read on the web" - Charles Dickens

winner by default of the tractor vs caravan race

yes, shame on me! And this on my first post.
If you accept my appologies, I must correct my statement to: reduce the dosis of 2SO BY 1:150 to 1:100.
As some readers have correctly noticed my statement makes no sense otherwise.

Your English is a lot better than my German, welcome.

Details of the study by the University of Rostock, faculty of mechanical engineering, chair of piston machines and combustion engines: "Unwanted interaction of biofuel components with engine oil - influence and prevention".
This study is available at the libraries of all german Universities.

"Interaction between biofuel components and engine oil"....
The biofuel and engine oil can interact only during and after burning cycle.
In other words in the combustion chamber, right?
No doubt about it, the 2SO is good for the burning process. Period.

But the BIG question is, again: Is the 2SO doing its job before the combustion/burning chamber?
Is it (any) good for lubing the HP pump?

These are two separate issues!

Suppose you take apart an engine and keep only the tank, lift pump, HP pump and injectors.
And make from them a contraption that injects the fuel inside a bucket. No burning process involved whatsoever.
Is adding 2SO to the plain and simple diesel prolong the life of the contraption? Especially the HP pump?
THIS is the real question/issue!

2SO is as per ACEA definition motor oil!
The lubricidy of todays diesel is measured with a HFRR value
(high frequency reciprocating rig - measurement of tribologic contacts), and the Euro-standard requires a HFRR value of min. 460 um as per EU norm DIN EN 590 (the lower the number the better the lubricating properties). Bio- diesel has a HFRR-value as per EU-norm EN 14214 of 320 um. 2SO betters the HFRR value of DIN- diesel by min. 160 points.
Will that answer your question?

So you are saying that the 2SO lowers the EN590 fuel's HFRR by at least 160 points?
Meaning if you have a diesel fuel with HFRR of, say, 450 um, by adding 2SO, you'll obtain a fuel with HFRR of 290 um?
If this is what you mean, indeed, this is what we are looking for: a pertinent written study/proof that proves that 2SO lowers the diesel fuel's HFRR with x points.
Does the study you mentioned states this?

Indeed it is Alex. Now think on this:
In the early 1970's a certain Derbyshire chap called George Silk, at the time living in Ockbrook, Derbyshire decided to design a 2 stroke touring motorcycle (as opposed to a track racing bike) and so he engaged Grand Prix bike frame builders Spondon Engineering to take care of the chassis. Then he roped in aerospace engine specialists Rolls Royce of Derby who kindly agreed to allow some of their engineers to help George out with the engine design. Finally, when the whole team of Silk Engineering, Rolls Royce, Spondon Engineering, Ferodo and Lockheed Brake had finalised the motorbikes specifications the whole lot was shipped off to Belfast University's Professor Brown to optimise the exhaust gas flow. The ultimate result (after the prototype SSS and the 700 MK1) was the SILK 700s Mk2.

In total (including all early variants) there were only 147 made, of which George let me have the last one. I won't go into the reason why only 147 were made as it is a complex history of mergers, acquisitions, Canadians, recession, manufacturing legislation and the then BBC Tomorrow's World programme and intellectual property theft.

However, unlike 2 stroke motorcycles in the mid to late 1970's that required the owners to mix the 2SO by pouring into the fuel in the petrol tank, George had developed a direct injection pump that delivered the 2SO from its own tank into the crankshaft first of all to lubricate that before it went on to enter the combustion chamber. The amount of 2SO that was delivered was regulated very precisely by the revolutions of the crankshaft by the use of the throttle being linked to the 2SO's supply valve as well as the carburettor.

This was a beautifully engineered solution as the 2SO was used to LUBRICATE all critical moving parts of the engine before it was burnt in the combustion chamber with air and fuel. Failure to keep the 2SO,s own 2ltr tank would result in an engine failure as the SILK did not require and had no facility for ENGINE OIL. The only other oil used on the bike was gear box oil for it 4 speed gear box. Top gear was direct drive.

If you or anyone would like to see my SILK 700s I have placed it in "trust" with the Derby Industrial Museum where you'll also find a RR RB211 engine. The museum is location in the "SILK MILL" by the river Derwent near the centre of the city. This building was the world's first large industrial scale silk manufacturing facility.

Finally, if you go on the web there is a lot of factually incorrect information posted regarding the development of the SILK700s and what happened to George's company. In this regard he once told me that he has better things to do with his time than go correcting other fools' errors on this subject.

Pre the oil injection systems developed by George Silk and copied by the Japanese, all 2 stroke engines ran using a mix of petrol and oil in the tank. In some cases where there was no gearbox the mix in the tank was the only oil and that did all of the lubrication in the engine, cylinder bore, crankshaft, big and little end. Where there was a gearbox, that normally used a wet sump style and often included a wet clutch.
The Japanese developed two versions that I know of. One (Suzuki) injected the oil to the crankshaft and big end bearings relative to throttle opening and engine speed, everything else was lubricated by the oil that was thrown from those bearings. The other (Yahmaha) injected oil into the inlet tract, again relative to throttle and engine speed, with the oil being carried by the fuel charge into the crankcase and the bearings and cylinder bore were lubricated by this mist.
Having ridden thousands of miles on motorcyles with engines that rev well above that of my current TD4 I know that 2 stroke oil works in 2 stroke engines. Whether it has any effect in the hp fuel pump (good or bad) of a diesel we won't know until someone strips down a couple of comparably used engines that have and have not used 2 stroke oil.

....Does the study mention this? No, Alex, it does not explicit mention it but it implies it!
That 2SO will increase the HFRR value of fuel is common knowledge and is not subject to any further scientific research.