Excessive engine heat causes oil oxidation, which in turn results in permanent thickening of the oil. Oxidation products can attack some bearing metals. This was a common problem in engines until research produced a chemical compound capable of interrupting or slowing down the rate of oil oxidation. It was discovered that several different oil-soluble chemicals would accomplish this. (more…)
It is obvious that the oil should be changed before its contaminant level reaches the point where engine damage can result. It is difficult, if not impossible, for the individual motorist to determine when the contaminant level is too high. (more…)
What are they?
Antiwear/Extreme Pressure Agents: These agents bond to metal surfaces to create a strong lubricant film between moving metal parts. This film can withstand extreme heat and mechanical pressure to keep metal parts separated, protecting them from scoring and seizing. (more…)
Simply put, fuel quality is at an all time low. See (toptiergas.com)
Six of the world’s top automakers, BMW, General Motors, Honda, Toyota, Volkswagen and Audi recognize that the current EPA minimum detergent requirements do not go far enough to ensure optimal engine performance.
Since the minimum additive performance standards were first established by EPA in 1995, most gasoline marketers have actually reduced the concentration level of detergent additive in their gasoline by up to 50%. As a result, the ability of a vehicle to maintain stringent Tier 2 emission standards have been hampered, leading to engine deposits which can have a big impact on in-use emissions and driver satisfaction.
For a simple anwser, after market fuel additives are even more important than ever before. For a more detailed article on the subject of poor fuel quality and how it effects automobiles read the following article that was published in The Kansas City Star. (more…)
I recently read an article claming oil additives are not effective. The article claimed that independent research laboratories, state universities, major engine manufacturers, and even NASA said they don’t work.
In response to this article today’s blog post is devoted to showing you independent research laboratory results of SFR’s oil additive. I am going to show you the American Society for Testing and Materials ASTM KA24E Nissan Valve Train Wear Test with Pennzoil 10W30 and 5% SFR100. This test today costs roughly $100,000 dollars. This is THE test all oil companies use to determine engine wear. This test shows that Pennzoil 10W30 has 17% more wear in an engine than 5% SFR with Pennzoil. (more…)
Generally, additives to be blended in lubricants are mostly polar compounds, which are surface active. Therefore, when they are added to lubricant base oils, foaming readily occurs.
Furthermore, when lubricants are oxidized and deteriorated during use, or as additives decompose, highly polar oxides may be formed. The increase in polarity makes the lubricants more surface active, increasing the tendency of foaming. (more…)
The answer to that question is simply no.
No OEM can void a warranty due to use of a product. This is actually federal law the Magnuson/Moss Warranty Act. In this act it states that if a manufacturer requires the use of a certain product they must provide it free of charge as long as it’s on warranty. Unless a manufacturer has proof that an additive does not meet the specification of its product it cannot void the warranty. In terms of additives the cost for such testing to prove an additive is at fault is $1,500,000 for a diesel engine and about $500,000 for a gasoline engine. For this reason all of the manufacturers put out a statement through an industry legal opinion that states “the use of an additive will not, in and of itself, void your warranty.” (more…)
OEM’s are finally recognizing the need for additives and making such recommendations in their Owner’s Manuals. For years OEM’s shunned additives as they didn’t want to have to test the myriad of additives on the market and more importantly they didn’t want their cars to last longer than engineered for. And that’s the real reason they told their buyers not to use additives. Now they have a dilemma, as the oil companies have relaxed their standards for gasoline after the EPA reduced standards with the onslaught of the Katrina Hurricane that hurt refiners. Newspapers around the U.S. have been stating that the oil companies and their refineries have cut the detergency in gasoline by 50%. With this major cut in detergents gasoline is showing up at the pump with poor quality. The OEM’s vehicles are running poorly in many states so now the OEM’s think its okay to use additives. (more…)
To Whom it May Concern:
Cornelison Farms started to use SFR in October, this was the beginning of our harvest season. We operate a 3000 acre farm and average losing 3 to 4 gearboxes a year on potato combines and crossovers. Before starting to harvest the potatoes we put SFR oil additive in all gear boxes and we did not lose even one. The only thing we can contribute this success is to using SFR.
We had one gearbox that came from the factory with no oil in it. Not knowing this, we put 6 ounces of SFR in the gearbox. This dug about 100 acres before the casing split in half. The gears and bearings, keeping the friction from breaking them also.
We are firm believers that the SFR oil additive has saved us 3 to 4 gearboxes. We use it in all machinery where friction is involved.
Brett Cornelison
Vic Rigoulot