Performance Technologies for a Clean Planet

Archive for the ‘SFR 100’ Category

Toyota Goes 600,000+ Miles With Virtually No Wear!

Thursday, March 11th, 2010

Today we had a valued SFR customer write in:

Hi My name is Jerry Fogg,

I live in Seward Alaska and we have a Charter business. I first started using S F R oil in approx. 1994. I used it in a 91 Toyota pu V6. It had approx 100k miles on it when I first
started using it, It now has 625,000 on it. At 325k the engine blew a head gasket and I took it to the toyota dealer to have it repaired. They said that the V 6’s were having a problem and that it would not cost me to repair the head gasket. They have to pull the engine to do the head gasket so I asked the to check the engine over to see if it needed overhauling. Upon inspection of the engine the cylinder hone marks were still visible there were no ridges and they could not believe that the bearings measured the same as new ones! This was when I lived in Colorado, since then I use SFR in my 2 home built airplanes and my two Yamaha 115’s and both my diesel.

Jerry Fogg

Posted in SFR 100, Testimonials | No Comments »

Bio-Diesel Users Beware

Thursday, January 17th, 2008

Many farmers and large users of diesel fuel have gotten on the band to manufacture their own bio-diesel and save money on fuel costs. Universities are even running seminars to teach individuals how to make bio-diesel. Bio-diesel is obviously going to have a steady future, however with any new product serious problems can arise and that is what this article is about. Using bio-diesel at no more than 20% and even less in winter causes no serious problems. However, users putting in more than 20% bio-diesel are asking for big problems. (more…)

Posted in D-Sol Diese Fuel Conditioner All Season, SFR 100 | Comments Off

SFR’s oil additive protects gearboxes

Friday, June 15th, 2007

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

Posted in SFR 100 | No Comments »

SFR reduces electricity consumption in air conditioners

Wednesday, February 21st, 2007

This letter will introduce Ron Kight, an SFR Distributor who informed me that we could extend the life of our air conditioners.  In testing one building (16 units), serviced by one meter we checked and recorded the meter reading for 24 hours before treating the air conditioners.  We then treated the units, checked and recorded the meter reading for an additional 24 hour period discovering we had saved an astonishing 80 kilo watts on the building.  We monitored the meter for an additional five days with a continued savings of 80 kilo watts per day.

Because of these results we decided to treat all 192 A/C units at Wildewood and are looking foward to saving thousands of dollars in electricity, maintenance, and repairs from day one due to the use of this product.

I highly recommend that you give this product a try and the sooner you start the sooner you will save.  Signed Jeff L. Curry, Owner/Broker Performance Properties, San Angelo, Texas.

Posted in SFR 100 | No Comments »

SFR 100 Excels in Fleet of Trucks

Wednesday, October 11th, 2006

I would like to thank you for your demonstration of SFR.  Since using your product in our fleet of trucks we have seen an increase on fuel mileage over the entire fleet.  SFR was added to the engine oil, differential and power steering pumps of all the trucks.  Overall the mileage gain averaged out to 1.59 mpg on the vehicles that could be accurately checked, (some of our trucks are used for personal issues and cash is paid for gas with no record made of gallons used).

I would also like to tell you about one truck that came into the shop for planned maintenance that less than one quart of motor oil was drained from the oil pan. When the driver was asked why he had not checked the oil he said “I only check it when the valves start to tick, “I thought the oil pressure gauge was broken and that was why it read low”.  SFR saved this engine for us!  This savings alone covered the cost of the SFR products we bought in a year.  Thank you for a great product, Sincerely yours, Bill Rice fleet manager for W.A. Lynch Roofing Company Inc. of Charlottesville, VA.

Posted in SFR 100 | No Comments »

Do Oil Additives Really Work

Wednesday, September 13th, 2006

With all of the negative articles about oil additives, which have been written and supported extensively by special interest groups, its time to tell the real truth about oil additives. In most cases they perform a positive function and with regular use can provide a number of benefits to vehicles and equipment.

Tested Additives vs Marketing Companies

First, lets get one thing clear, it’s important to distinguish from oil additives developed by companies that have been extensively tested, and others, usually made by individuals, without such testing and documentation. Anyone can put an additive package together and have a label made. There are many on the market, which have no real testing, even though, they claim they do. This is where additives have gotten a bad name.

On the other hand there are a number of companies that sell additives that have extensive research and development teams that have tested their additive packages. For example, Lubrizol www.lubrizol.com whose revenues were over 4 billion dollars for 2005 specializes in additive packages including aftermarket engine and fuel treatments. Anyone doing this kind of volume is not selling snake oil to millions of dumb consumers—just doesn’t happen. And they are only one of several that are very large. Others include Oronite, Ethyl, Infineum, Bardahl, Wynn’s, SFR, Power Up, STP, Slick 50. This is just a partial list of companies that have well documented additive products.

Motor Oil Contains Additives

In actuality additives are used in most all lubricants, because even the best synthetic base oils cannot protect vital parts alone, as it’s the additives that do all of the work. Let’s concentrate on the internal combustion engine in looking at the need for additives. According to the American Petroleum Institute the powerful watchdog for the oil companies, “The temperatures and types of service under which an engine is operated vary markedly. Moderate-speed driving on short trips or stop-and-go driving in traffic uses only a fraction of the available engine power. Because the cooling systems must be capable of meeting the cooling requirements of the engine at high speeds, they may overcool the engine in short-trip driving. In such light-duty service engines and motor oils warm up slowly and often do not reach proper operating temperatures.

Under these conditions automatic chokes will provide the engine with the rich air-fuel mixture it needs to operate smoothly at cold temperatures, but this richness will result in incomplete combustion. Soot and partially oxidized hydrocarbons undergo further oxidation in the crankcase, forming sludge and varnish deposits. These may clog oil screens or plug oil rings, interfering with oil circulation and control, or they may cause hydraulic valve lifters and valves to stick. Corrosive acids are formed that cause wear on piston rings, cylinders, and occasionally on piston skirts. Steam from combustion condenses on cylinder walls and drains into the crankcase. Water, often in combination with acidic gases, may cause valve lifters to rust and stick. It may also create rust deposits on piston pins, rocker arm shafts, and valve stems. Liquid fuel leaking past the piston rings dilutes the oil and reduces its lubricating value. These are some of the effects of engine operation at cold temperatures.

In contrast legal speed limit driving and long trips allow the engine and oil to warm p properly. The choke is open, and the carburetor is feeding the cylinders with a lean, clean burning air-fuel mixture. As a result there little or no incomplete combustion to produce soot other residue. Under these conditions water compensation is not a problem, nor is dilution of the motor oil by raw fuel.” Additives have been developed to address these problems as most of us qualify much of time for driving in severe service conditions. Furthermore, the API goes on to say “Under some conditions it is impossible to maintain a continuous oil film between moving parts, and there is intermittent metal-to-metal contact between the high spots on sliding surfaces. Lubrication engineers call this boundary lubrication. Under these circumstances the load is only partially supported by the oil film. The oil film is ruptured, resulting in significant metal-to-metal contact. When this occurs, the friction generated between the surfaces can produce enough heat to cause on or both of the metals in contact to melt and weld together. Unless counteracted by proper additive treatment, the result is either immediate seizure or the tearing apart and roughening of surfaces.

Boundary lubrication conditions always exist during engine starting and often during the operation of a new or rebuilt engine. Boundary lubrication is also found around the top piston ring where oil supply is limited, temperatures are high, and a reversal of piston motion occurs.

Extreme pressure conditions can develop between heavily loaded parts from lack of lubrication, inadequate clearance, extreme heat, and sometimes as a result of using the wrong type or grade of lubricant for the operating conditions of the engine. Since motor oils do not contain extreme pressure agents this is an area that aftermarket additive manufacturers focus a lot of attention. In modern engines the valve train with its cams, valve lifters, push rods, valve stem tips, and parts of the rocker arms operate under conditions of extreme pressure because they carry heavy loads on very small contact areas. Unit loading, which may be as high as 200,000 pounds per square inch, is many times greater than the loads on the connecting rod bearings or on the piston pins.” Motor oils rarely contain extreme pressure additives, thus premature wear could take place. The preceding has laid the groundwork for the need for additives.

Additives to take care of the deposits and sludge, called detergent/dispersant additives, anti-oxidants to delay the effects of oxidation. Anti-foaming additives are important as if foaming occurs in a motor oil the film strength is reduced allowing wear. And since base oils alone cannot withstand the metal-to-metal contact inside an engine, anti-wear agents are needed. With acids there is also a need for corrosion inhibitors; and in reducing friction in hydrodynamic lubrication such as on the cylinder liners, where metal-to-metal contact does not occur, friction modifiers or lubricity additives are desired to improve engine efficiency and improve mileage.

Motor Oil Contains Additives, but are they Enough?

If additives are a necessity to reducing wear in an engine and are contained in motor oils, then that must be the end of the story right? Not quite. Few people know that the oil companies do not make the specifications for motor oil. They are required to make their motor oils to meet the Original Equipment Manufacturers (OEM) specifications. Motor oil specifications are established by the International Lubricant Standardization and Approval Committee, which consists of the Big Three domestic car manufacturers as well as the Japanese car manufacturers. ILSAC defines the performance characteristics and the chemistry of the oil it will accept for use in its engines; and then the American Petroleum Institute (API) makes sure the oil sold by marketers displaying that label meets the definition.

This isn’t an easy process as the OEM’s are not best of friends as competitors, thus they have driven the cost of this highly political process into the hundreds of millions of dollars. Yes, just to come up with a new specification. ILSAC comes up with a series of Sequence Tests that a motor oil must pass to receive certification. The public is not aware of the fact that, a motor oil formulation going through the process, can fail a Sequence test two times and not have to re-formulate. If the formulation fails three times on a single Sequence test then it must be re-formulated and start over. To control how many additive companies that can supply the complete packages to meet the new warranty specification, ILSAC has proposed the testing process to cost a whopping 1.5 million dollars for diesel motor oil warranty, and over $500,000 for gasoline engine motor oil. That is assuming you pass on the first try other wise the costs can escalate.

With specifications changing so fast, only a few large companies can recover their cost of development in such a short time. When oil companies advertise they exceed the highest standard available it’s the only one so it’s also the lowest standard. Regardless of how good your motor oil is there is only one standard, currently GF-4 for gasoline engines and CJ-4 for diesel engines. There is no incentive to improve beyond the lowest passing standard because it costs money to add additives that do the work. Motor oil companies often cut additives to the core to exceed the standard by the narrowest of margins to cut costs and maximize revenues. In summary, the oil companies make their motor oils to the OEM’s standards not theirs!

Why Don’t OEMs Recommend Oil Additives?

Two questions are always asked when discussing oil additives and whether they work or not and they are: Why doesn’t the OEM’s recommend oil additives and why doesn’t the oil companies get into the additive business if they are so good.

First, it seems fairly obviously why the OEM’s do not want to recommend oil additives as they have spent millions of dollars protecting their engineering. When I say protecting their engineering I mean using a fluid to insure that the engine, on average, lasts as long as they engineered it to last. They are in the business of selling cars and they know to be competitive it has to last a certain amount of time, but then they want you to purchase a new car. They do not want to have to test other additive products as they have spent money to develop their specification.

This does not mean that oil additives can’t be beneficial as a Sequence Wear Test was run by SFR Corporation with the leading selling motor oil in the United States—once without the additive and once with the leading motor oil and 5% SFR’s additive package SFR 100. The test was run by a large testing facility certified to conduct tests for motor oil warranty approval. The results of these expensive tests showed that the additive package reduced the overall wear of the leading motor oil by 17% and on the exhaust lobe part of the test the results were an outstanding 80-90% reduction in wear using the additive.

When OEM’s are developing their own specifications they are not going to say their specification needs help in performance by using an additive as it’s against their best interest. However, no OEM will state that the use of an additive in itself will void a warranty. The reason is that they must run the battery of tests which costs from $500,000 to 1, 500,000 per test. This doesn’t mean that an additive could not hurt or destroy an engine and that is why the leading additive suppliers have performed extensive testing to validate their product.

If Oil Additives are so Good Why Don’t the Oil Companies Make Them?

Why aren’t the oil companies involved in the additive market? Truth is they are the leaders in the development of aftermarket oil additives. Many of the additives used in the aftermarket industry are actually purchased from the oil companies. The oil companies, with their big budgets, can provide hundreds of thousands of dollars of testing to validate additive performance. The public is unaware of this though as most all oil companies run their additive divisions as separate companies under their corporate umbrella. They include Infineum for Exxon/Mobil, Oronite for Chevron/Texaco and then there is Ethyl who is well known for its tetraethyl lead previously found in all gasoline. Shell has their own as does Castrol. Quaker State owned Slick 50 additive company, and I cannot see them buying this company if the product would not have any benefit as the liability would be too great if the products would not perform. Chevron sells Techron today an aftermarket gasoline treatment, Valvoline has marketed aftermarket additives as well as others including the additive leader Lubrizol.

One must realize the following: The oil companies make products to meet the OEM’s requirements not theirs. You could call an oil company up right now and ask if oil could be made better and your response would be similar to this: We have over 150 chemists in this building alone and if motor oil could be made better, we would be the ones to do it. On the other hand we could call their additive division and say we want a heavy duty performing oil that would out perform the current specification and they could fax you a product with hundreds of thousands of dollars of testing documentation.

It all boils down to special interest groups protecting their special interests. The OEM’s and the major oil companies all protect their interests. It’s hard for an oil company not to defend their oil as the best there is, but in reality we know the specification was created by the OEM. This is the main reason why so many articles have been posted about why additives do not work. A magazine writer doing an article on additives will go to a source that he or she thinks is an expert, and thus they call someone up at the oil company. That person reinforces that their oil is the best and doesn’t need additional additives. Even the specialty motor oil marketers such as Amsoil support the notion that oil additives are not needed. They do not want competition from additive companies because in their mind all you need is their oil. Unfortunately, being a (MLM) multi-level marketing company, most all are part-time, thus more laymen in the business than any other oil marketing company. Their dealers go to great lengths supporting articles that additives do not work. What a paradox, because if additives do not work, than why is their motor oil better than anyone else’s. Doesn’t take much thought to figure that one out.

Mobil Admits to Using Additional Additives

To support the issue of additives all one has to do is look at Mobil’s new marketing campaign. They still claim their oil meets GF-4 or the new specification that API certifies, but they are now calling for extended drain intervals. And, if you read anything about Mobil’s new products is that it has to do with additional additives being used, mainly detergents. From their literature it states: Mobil Clean 7500 is a synthetic blend formulation with a boosted level of cleaning performance, 18 percent beyond the level of even our premium Mobil Clean 5000 conventional motor oil, to keep your engine cleaner longer.

Additives are what make motor oil what it is and additives are what make aftermarket additive manufacturers their gains in performance. It’s all based on testing both engine and fleet tests. Additives have been around for years and auto parts stores devote entire rows of products related to additives. Additive manufacturers are seen as nuisances because the OEM’s engineer their products to last on average a certain amount of time and the oil companies make their products to meet the OEM’s needs. So if you want to find out about additives you wouldn’t ask the OEM’s or oil companies but the testing laboratories like Southwest Research Institute and Auto Research Laboratories Inc. that performs thousands of tests each year.  I am including some links to additive suppliers and testing companies so that you can see the tremendous amount of data that is available from large substantial companies. 

They include:

Written by Robert H. Sanborn, who was a member of the STLE Society of Tribologists and Lubrication Engineers for 15 years.

Posted in D-SOL Diesel Engine Fortifier, D-Sol Diese Fuel Conditioner All Season, D-Sol Diesel Fuel Conditioner Summer, FAQ's, Gaszol Gasoline Engine Fortifier, Gearzol Diffierential Oil Fortifier, H-Zol Hydraulic Oil Fortifier, ProTecta Engine Oil Booster, ProTecta Engine Treatment, ProTecta Fuel System Treatment, ProTecta Synthetic Transmission Treatment, SFR 100 | 19 Comments »

SFR Found To Be A very Good Product

Tuesday, September 12th, 2006

Just wanted to let you know that I have found SFR to be a very good product.  Although I was somwhat skeptical at first, SFR has proven to be  good maintenance and fuel saving oil additive.

In our diesel pick-up trucks fuel mileage has increased by 15%, from 13 mpg to 15 mpg.  Also they are much easier to start during cold weather.

Fuel mileage in our tanker trucks has increased by 10% with a fleet of forty vehicles our fuel savings should be very substantial.

I also tried SFR in our air compressor with some impressive results.  The compressor now runs much quieter and seems to work with less effort.

Thanks for a great product and I am sure I will be calling you again in the future to order more SFR.  Sincerely,  David Steneken, Mechanic Tru-Green/Chemlawn, Rochester, NY.

Posted in SFR 100 | No Comments »

SFR 100 in Gearboxes from Coca Cola Bottlers Wster Limited

Wednesday, September 6th, 2006

I am writing to confirm to you our experience with the use of SFR oil fortifier in our Lambeg plant.  As you know we put SFR into all the gearboxes on our two bottling lines fourteen months ago.  Both lines operated for the full period without breakdown, Line 2 for the first time in sixteen years.  At the annual shutdown inspection no gearboxes on either line required overhaul.

Since the use of SFR is the only new factor in the operation, I am convinced that the above results are entirely due to SFR and that it has produced significant reduction in maintenance costs and more importantly reduced downtime and increased production.

The fact that no gearboxes required overhaul also leads me to believe that the use of SFR will also extend equipment life.

We will continue to use SFR and are happy to recommend its use to others.

Signed, John Hamilton Works Engineer, Lembeg, Northern Ireland.

Posted in SFR 100, Testimonials | No Comments »

How Much SFR do I add to my engine if I have a by-pass filter?

Tuesday, August 29th, 2006

I have a special by-pass filter that filters down to one micron and I am not going to change my oil until 500,000 miles on my truck.  I change my regular full flow filter at normal intervals and my truck uses 3-4 gallons of motor oil during this interval.  How much SFR should I use with the make up oil?  Kelly Lackey, Lamar, Missouri

Normally you would use 4-6 ounces per gallon of motor oil.  Thus you would put in 12-24 ounces per drain interval.  I would recommend the upper amount as not only does SFR have extreme pressure additives not found in motor oil, but it also contains more concentrated additive packages found in motor oil.  One should be careful going a large number of miles and not changing their oil.  Even though the by-pass filter will remove the vast majority of contaminants they do not account for additive depletion from the motor oil.  Adding 3-4 gallons does not provide enough additives to treat the entire 13 gallons of motor oil that is in your truck.  Additives do all of the work in a motor oil and get used up over time. 

Motor oils contain corrosion inhibitors to fight water and fuel dilution, anti-oxidants to fight the affects of oxygen from the atmosphere that shortens the life of the oil, dispersants and detergents to fight soot and other contaminants, de-foamers to protect against foaming that ruptures film strength, anti-wear agents such as lubricity and boundary additives that are used up by sliding metal surfaces rubbing against each other over time.  All additives get used up and adding make up oil to your engine is not enough for optimum protection. 

By adding SFR with its concentrated additives it will extend drain intervals but you should always use oil analysis because acids etc. can form that shorten the life of the motor oil depleting the additives ability to protect.  This is why at SFR we have always recommend using SFR with each oil change.  You should always beware of products that claim a one time treatment as not only is that dangerous there is no proof how long they will last.  If you are going to extend your drain interval use a good oil analysis program to monitor your results.

Posted in FAQ's, SFR 100 | No Comments »

SFR 100 Oil Fortifier

Friday, May 19th, 2006

Received 5/19/2006:

A year ago, my mechanic told me SFR 100 Oil Fortifier was getting him unbelievable mileage on his old Buick. I was very skeptical, years ago having wasted my time and money on Slick 50.

At his urging, I bought some for my 2005 Cadillac Escalade, which is EPA rate at 13/17. I have been adding 8 ounces every oil change for the last year and I am now a believer.

A recent highway trip to St. Louis netted me 19.7. A recent tank in town resulted in 16.1 mpg. Certainly I don’t get that mileage all the time, but WOW. I don’t think the Cadillac dealer mechanic believed me when I told him about it.

A number of my friends have tried it at my suggestion and all have been pleased.

I must tell you, though that I have tried some of your diesel additive in my ‘01 F350 without improvement, which disappoints me greatly. If it would work as well as the Oil Fortifier, I would be one happy camper. Bill Crowe

Bill: Thanks for the accolades on your escalade! You did not mention if your F350 one ton is a four wheel drive or not? If it is there are so many moving parts you need to treat not only the engine, but the transfer case, rear end with Gearzol and the transmission if it is a manual. We find that four wheel drives get the best mileage improvement. The other thing that you did not mention is the use of D-Sol Diesel Fuel Conditioner. We always recommend to use D-Sol Diesel Fuel Conditioner with D-Sol oil fortifier. We have fleet testing that shows up to a 5% mileage improvement with the D-Sol Fuel Conditioner. Also, the F-350 is older and needs more time to clean up the engine for the mileage improvement to take place. You didn’t say how long you had been using the D-Sol, as it may just be a case of time until D-Sol cleans the engine and improves mileage. Thanks for your reply.

Posted in SFR 100 | No Comments »