Diesel additives..... Fyrex Ci ?

[Transporter]

My point is that, in practice, the cetane index of automotive diesel here is not so low as to generate excessive PM emissions beyond the DPF's design parameters and impair its operation, and that sulfur content in diesel fuel has a more significant bearing on PM emissions (soot) than does the cetane value.

High as it was, the sulfur content in diesel fuel wasn't much of a concern back then, given the differences in engine design, the types of engine lubricant specified, lack of extended service intervals and the absence of stringent emissions standards or emissions devices.

Yes, it gives an indication that our fuel was/is still crap.

The primary reason why diesel engined passenger cars weren't popular here until relatively recently is that the market for these vehicles was tiny, owing to a number of social and economic factors (very low petrol prices, little focus on fuel economy, dominance of Australian and Japanese marques, high import tariffs, uncompetitive European car prices, less sophisticated diesel engine technology, public perception of diesel, etc). Seems so long ago now, lol.

I'm aware of that.
But, our diesel quality was still one of the reasons why more brands didn't bring their diesels here.

Even in Europe, the market share of diesel passenger cars only really took off from the late 90s/early 2000s (20%) to almost half (50%) by the mid 2000s, where it remains to this day (give or take).

Yes, give or take, it's a tad over 50% now for some time.

Marques which have consistently made diesel passenger cars available here (off the top of my head) include Mercedes-Benz and Peugeot, who have being importing them for decades, but were more popular in regional or rural areas.

Yes, those were the main 2 brands that maintained their diesel cars presence in Australia at all times.
Also Mazda had the 626 diesel in here towards the end of 90'.

[Skooter]

Penrite DPF cleaner should help to reduce the soot amount in the DPF, which should result in shorter regeneration times, hence extending the life of the DPF even further.



What it means is; that the platinum particles added to such additives will act as catalyst and convert some soot at lower temperatures without waiting for the ECU to start the regeneration cycle. So, when there is the next scheduled regeneration, the process will take much shorter time because there is less soot to actively burn off.

You can alter between Penrite DPF Cleaner and Moreys DSK.
1.1. 2009 10ppm

I would also question the quality of our engine oils used in VAG engines up to 2005, but I don't want to open the can of worms.

That's the advice I was hoping to get. I'll happily add stuff to my tank if a) it does something it's supposed to and b) it doesn't damage an already excellent powerplant. No doubt many things have changed in fuel and oil specs as manufacturers have sought ever more performance and better econ and emission controls from diesel engines.

Huge diff between the Scout 103TDI and my brother's Datsun diesel ute circa 1984(?): probably double the torque and power from a smaller engine. It's the outright (usable) performance and outstanding econ of the diesels today that made me really go for one. If Holden had been able to produce (or at the very least, provide) a motor that matched this (outright perf effectively equal to the US-made 3.8L V6 they use/d for about half the fuel consumption), maybe a Commode wouldn't have been such a bad idea and we'd still have a car industry.

But I know it's more complex than that ... small country/small market, cheaper imports etc etc (but look at Volvo - what's the pop of Sweden?). And a Skoda TDI was cheaper than a Mazda 6 diesel.

[Diesel_vert]

Additives are an essential component in automotive lubricants and play an important role in the delivery of fuels to the market. Without it, current advances in engine technology would not have been market feasible.

However, given what happens in practice, concerns about the Australian standard for diesel fuel, while not invalid, are overstated IMO.

Aftermarket or OTC additive products may prove useful if circumstances justify it, but consumers should also do their best to ensure they are not looking for (or persuaded to look for) solutions without a problem.

As always, ensure one's internal BS meter is kept in well working order. When to use it, I leave up to the individual.

Yes, it gives an indication that our fuel was/is still crap.

In regards to indicators of fuel quality, I don't see the correlation between any of the previous standards of diesel and the current standard of diesel that is being delivered from our fuel terminals.

Diesel fuel in Europe went through similar stages of sulfur content reduction (albeit on a faster timetable). Limits on sulfur content were not introduced until 1993, where a limit of 2000 ppm was specified and applied from 1994 onwards, and reduced further to 500 pm in 1996, 350 ppm in 2000, 50 ppm in 2005, and finally to 10 ppm from 2009.

So if past standards of fuel are truly an indication of current standards of fuel, then by extension, that argument would imply diesel fuel in Europe "was/is still crap".

[Transporter]

As always, ensure one's internal BS meter is kept in well working order. When to use it, I leave up to the individual.

In regards to indicators of fuel quality, I don't see the correlation between any of the previous standards of diesel and the current standard of diesel that is being delivered from our fuel terminals.

Diesel fuel in Europe went through similar stages of sulfur content reduction (albeit on a faster timetable). Limits on sulfur content were not introduced until 1993, where a limit of 2000 ppm was specified and applied from 1994 onwards, and reduced further to 500 pm in 1996, 350 ppm in 2000, 50 ppm in 2005, and finally to 10 ppm from 2009.

So if past standards of fuel are truly an indication of current standards of fuel, then by extension, that argument would imply diesel fuel in Europe "was/is still crap".

Really?
In Australia;
In 1999, the average sulfur content of diesel was 1300 parts per million (ppm). In December 2002, a new standard was introduced, reducing the maximum sulfur content of diesel to 500 ppm. Sulfur emissions attributed to the transport sector will be further reduced in the future. By 2008, the sulfur level in premium unleaded petrol will be 50 parts per million and, by 2009, sulfur levels in diesel will be 10 parts per million.

http://www.environment.gov.au/resource/sulfur-dioxide-so2

I and many as well know that there is more to the diesel quality than just the sulphur.

[Transporter]

As always, ensure one's internal BS meter is kept in well working order. When to use it, I leave up to the individual.

In regards to indicators of fuel quality, I don't see the correlation between any of the previous standards of diesel and the current standard of diesel that is being delivered from our fuel terminals.

Diesel fuel in Europe went through similar stages of sulfur content reduction (albeit on a faster timetable). Limits on sulfur content were not introduced until 1993, where a limit of 2000 ppm was specified and applied from 1994 onwards, and reduced further to 500 pm in 1996, 350 ppm in 2000, 50 ppm in 2005, and finally to 10 ppm from 2009.

So if past standards of fuel are truly an indication of current standards of fuel, then by extension, that argument would imply diesel fuel in Europe "was/is still crap".

Really?
In Australia;
In 1999, the average sulfur content of diesel was 1300 parts per million (ppm). In December 2002, a new standard was introduced, reducing the maximum sulfur content of diesel to 500 ppm. Sulfur emissions attributed to the transport sector will be further reduced in the future. By 2008, the sulfur level in premium unleaded petrol will be 50 parts per million and, by 2009, sulfur levels in diesel will be 10 parts per million.

http://www.environment.gov.au/resource/sulfur-dioxide-so2

I and many as well know that there is more to the diesel quality than just the sulphur.

[Diesel_vert]

Really?

Yes. Both Europe and Australia went through several stages of sulfur content reduction in diesel fuel, albeit on different timelines.

The premise of your argument appears to be that, X was crap in the past, so therefore, X must be crap now.


So assuming past fuel quality is an indicator of current fuel quality, you conclude that:

Australian diesel fuel was crap in the past, so therefore, Australian diesel fuel must be crap now.

If the same logic were to be applied to European diesel fuel:

European diesel fuel was crap in the past, so therefore, European diesel fuel must be crap now.

I don't think it's a particularly strong argument.

I and many as well know that there is more to the diesel quality than just the sulphur.

True, but like I said, concerns about local fuel standards are overstated.

[Transporter]

True, but like I said, concerns about local fuel standards are overstated.

Well and that's where we will never agree.

Just about every diesel fuel filter I change, has a nasty black coating on it. When it comes out like that from a customer's car, I could say; okay, it's been there probably for a long time so you can expect it to be black (from Asphaltenes), but when the fuel filter comes out like that from our cars after less than 20,000km, that's a bit of worry and it doesn't indicate me that our diesel fuel quality is on pair with the EU fuels.

[Diesel_vert]

Sounds nasty, though I have to admit, it's not something I've personally experienced yet.

I think the quality control processes at the refinery and terminals is fine. Upon leaving the terminal though, I imagine contamination control via external sources can be much harder to manage.

I try my best not to fill up with dodgy looking pumps. I also never leave without a receipt - never know when you'll have to make a claim with the fuel companies.

[vw_golfer]

I have tried a number of fuel additives over the 26,000 km i have owned the car (late 2009 103TDI DSG Golf purchased with 54,000 km on speedo). Using either straight BP or Vortex, my engine rattles noticeably, especially when cold and taking off after being turned off for a while.
Moreys DSM & Fyrex both seem to quieten it down from the get go, so much so that not using either is not going to happen. It's a much 'nicer' vehicle to drive without the typical diesel clatter.
As for fuel economy improvements ??, never really ran a tank of fuel without some additive. Ave of 6L/100km mostly urban driving.

I ran 2-stroke oil for a while but stopped as i was a bit suss as to the effect it might have on the DPF. The 2-stroke did a good job of quieting the rattle down though.

Moreys recommend 1:650 and Fyrex 1:1000. For Fyrex, that's 1ml to 1000ml of diesel. They are homeopathic ratio's and if i did not notice a difference in the engine noise, i would say it's BS (or maybe it's simply a placebo effect with me wanting there to be an improvement )

[vw_golfer]

Follow up to earlier post re Fyrex diesel additive.

Engine has now done just over 100,000km. I got slack and stopped using additives for about the last 20,000km. I use either Vortex or BP Ultimate and for the last 10,000 basically BP and their 'new & improved' formula. I wanted to see how the engine performed longer term with just BP. BP Ultimate seemed to quieten down the clatter some times experienced just after engine started (hot or cold) and driven at car park speed. Other than that, the engine did not seem any different or improve over the 20,000km.

Just recently though i added Fyrex at the 'cleaning dose' and soon noticed that the engine is quieter and the engine response and acceleration is sharper and immediate. It's actually quite nice to drive atm and makes me want to use the car (not the motorbike).

Both times now using Fyrex, i have noticed an improvement and maybe the most noticeable improvement of any additive used so far.

I need to find me some more Fyrex.

[Kachingg]

Interesting i will have to get some and try it thanks for the review