We've compiled some questions that we're frequently asked to help you understand lubrication and engine a little better.
1. What is soot, and why should I be concerned about it? Most of us are familiar with soot; from barbeques, candles, wood burners etc. Whenever a carbon-containing fuel (e.g. wood, gas, wax, or diesel) burns under conditions in which there is either insufficient air, time or temperature for complete combustion to occur some carbon will be left over in the form of soot. Complete combustion would result in all carbon being converted to carbon dioxide.
Today's diesel engines are designed to minimize soot in exhaust gases. This is achieved primarily by injecting the fuel at very high injection pressures through fine injection nozzles, resulting in very small fuel droplet size. The small droplets heat up, evaporate and burn more quickly and therefore more completely, than the larger droplets of earlier designs.
In the cooler parts of the combustion chamber though, e.g. near cylinder walls and in the gap between the wall and the piston crown, temperatures are too low for rapid and complete combustion to occur, and soot forms. Today's engines with a reduced degree of injection timing advance (for nitrous oxide control) expose more liner area to the combustion process making the problem worse. On the liner the soot is picked up by the oil film during the power and exhausts strokes, and then scraped down into the crankcase by the rings on the downward intake stroke.
In modern designs and with extended oil drains, soot levels of 5% in the oil are not uncommon. A consequence of cleaner exhausts is dirtier oil!!
A feature of soot is that it is very porous, i.e. has a very high surface area. This is a result of gas escaping from the droplet of burning fuel which ultimately becomes a particle of carbon. The escaping gas creates a myriad of tiny tunnels throughout the soot particle, thus high internal volume and surface area result.
In partially burned fuel which reaches the oil, and the degradation of oil itself, partly soluble "gum like" break-down products are formed. The high internal and external surface gives the soot particle its ability to absorb and hold large amounts of these materials, and they in turn become "glue" that attracts and holds many of these fine particles into a larger, agglomerated mass.
These agglomerated masses of soot particles have several effects. Firstly they thicken the oil. Their ability to cling together interferes with the flow of the oil, in the most severe cases turning into a semi-solid paste. Secondly they tend to drop out of the oil, forming sludge on engine surfaces, and blocking oil filters. Finally they are abrasive. Valve train components in particular are prone to abrasive wear from agglomerated soot. Under high surface loading conditions the oil is almost completely squeezed out between the moving parts, and the large agglomerated soot particles are left behind to cause abrasive wear.
The soot particles are well dispersed, Preventing excessive oil thickening and soot-related wear. Individual soot particles are forming larger agglomerates, resulting in thickening, filter plugging and soot-related wear.
However, these adverse effects of soot can be largely overcome in well formulated diesel engine oil. The component in the oil chiefly responsible for this, is the "dispersant." This molecule strongly attaches itself to the soot particle, and with a large number of dispersant molecules surrounding the particle it is isolated and prevented from coming into contact with the "glue" forming materials and other soot particles. It is thus held in the oil in harmless suspension. Well formulated, high performance engine oil can hold more than 8% soot in this manner, and the soot is then drained away with the oil at the end of the drain period. With modern engines and today's low-sulfur fuels, it is soot build up that is generally the drain interval limiting factor for the oil. Better soot control means longer oil life and lower engine wear.
It is not just a matter of using large amounts of dispersants though, uptreating dispersant alone can have negative consequences, and soot is not the only problem the oil must contend with. The whole lubricant formulation consisting of many components has to be properly selected and balanced to provide a complete engine protection solution while maximizing oil and filter life.
2. API CI-4, what does this engine oil classification mean to me?
The new API (American Petroleum Institute) service category for heavy duty diesel engines, API CI-4, has been developed to meet the needs of engines fitted with "cooled exhaust gas recirculation (EGR)". These engines, due for US introduction in October, will not likely be exported to countries where emissions regulations are not yet so severe. It is a reasonable question to ask then, what benefits are there for diesel engine operators in this new oil category?
Diesel engines fitted with the cooled EGR system will impose substantially more severe requirements on the diesel engine oil. For example, the exhaust gas heat exchanger is estimated to dump an additional 25% heat into the engine cooling system, which will in turn will push up oil temperatures and accelerate oil oxidation.
Furthermore, exhaust gases being re-circulated to the engine will bring with them soot, nitrous and sulfur oxides, water vapor, and acidic products of partial fuel combustion. The increased soot brings with it greater potential for oil thickening and abrasive wear, nitrous oxides accelerate oil degradation and can cause bearing corrosion, while nitrous and sulfur oxides, acidic combustion products and water vapor increase the potential for corrosive ring and liner wear.
To counter these effects, oil formulated to meet API CI-4 must in comparison with API CH-4 provide much higher resistance to oil oxidation, enhanced effective dispersancy to cope with higher levels of soot, and greater acid neutralizing capability to control corrosive wear. Additionally, API CI-4 oils are required to provide improved valve train wear control, sludge resistance, protection against filter plugging, oil consumption control and maintain improved cold pump-ability throughout the drain period.
These properties are required to meet the demands of cooled EGR engines, HOWEVER, they offer potential benefits to all heavy duty diesel engine. For example, enhanced oil oxidation resistance and soot dispersancy means the potential for increased oil and filter life, while improvements in corrosive and abrasive wear control provide greater protection for valve train components, bearings, and rings and liners even at extended drain intervals.
Remarkably, customers using DeloŽ 400 Multigrade have been experiencing these benefits since 1999. As a product well ahead of its time, DeloŽ 400 Multigrade has exceeded the requirements of API CI-4 since its introduction 3 years ago!
This includes the American Petroleum Institute (API) CI-4 Classification. The API is currently working on yet another specification, PC-10, for the year 2007, which will further challenge engine oils.
4. How do these emission requirements affect my engine performance?
One method to reduce emissions is to retarded engine timing. This lowers the peak flame temperature and, therefore, Nitrogen Oxides (NOx) emissions, but significantly increases the amount of soot in the crankcase. Higher soot levels could reduce oil drain intervals and engine performance. Fuel economy can drop 2 to 3%. Some API CH-4 oils, and lower specification products, may not be providing adequate engine protection against increased soot levels in the crankcase oil.
5. What specifications does DeloŽ
400 Multigrade meet?
Caltex DeloŽ 400 Multigrade provides soot control, wear protection and corrosion resistance well above the new API CI-4 limits. In fact Delo 400 has met the requirements of API CI-4 since 1998. Its ability to provide exceptional soot dispersancy, wear protection and sludge control also means it is approved against the latest Cummins CES 20078 and Mack EO-N Premium Plus specifications.
Caltex Delo 400 Multigrade also meets diesel engine requirements for all major manufacturers including Caterpillar, Detroit Diesel / MTU, Navistar, Volvo VDS-3, along with the challenging engine performance and seal requirements of Mercedes MB 228.3 and ACEA E-5, and Japanese JASO DH-1. Finally DeloŽ 400 was the first diesel oil to meet the global DHD-1 specification.
6. Does the number "400" in DeloŽ
400 mean anything as far as product performance?
There is no longer a direct relationship between the DeloŽ product 'number' and engine performance in the Delo product range. Caltex DeloŽ 400 Multigrade is a global brand for Chevron. For premium performance and consistency among global customers, OEMs and you, DeloŽ 400 Multigrade has the same name and performance specification around the world. It is the super premium Caltex mixed fleet, heavy duty engine oil among our strong lineup of products.
7. How does DeloŽ
400 Multigrade compare with competitive products?
Caltex DeloŽ 400 Multigrade outperformed API CH-4 major competitive products in extended versions of API CH-4 tests with much higher soot levels than in the standard tests. This translates to greater engine life, oil life, and filter life with DeloŽ 400 Multigrade.
8. How does DeloŽ
400 Multigrade compare to synthetic engine oil?
Caltex DeloŽ 400 Multigrade can give far better engine protection than even major competitive synthetic oil. This was demonstrated in a 20-vehicle field test, at 65,000 km drain intervals. Caltex DeloŽ 400 Multigrade provided significantly less wear and equal fuel economy at far lower cost.
9. What is an ISOSYNTM base oil?
Caltex DeloŽ 400 Multigrade is manufactured from special ISOSYNTM hydrocracked Group II base oils, which can rival synthetics in critical engine performance tests.
Group II base oils are more highly refined than Group I base oils which allows the oil to withstand "oxidation", or chemical breakdown, at higher operating temperatures common to today's engine designs. In addition, unique relationship between the Group II base oil and the additive package benefits soot loading and soot abrasive wear resistance.
10. What about older engines? How will they perform with new DeloŽ
400 Multigrade?
Caltex DeloŽ 400 Multigrade has unsurpassed soot loading capability, as well as corrosive wear control. This can help maximize the life of any engine. As well as meeting latest performance specifications DeloŽ 400 Multigrade meets earlier, lower performance requirements as originally recommended for old diesel engines.
11. How far could I extend my current drain intervals?
Caltex DeloŽ 400 Multigrade may allow extended drain intervals. As an example, the new Cummins specification CES 20078 provides a substantial increase in allowable drain interval over an API CH-4 oil in some engine designs. This represents tremendous savings opportunities in oil, filter, and maintenance costs along with increased equipment availability. API CI-4 test results demonstrate how DeloŽ 400 will provide the "margin of protection" you require.
As always, the best method to ensure proper drain intervals is through preventative maintenance, using oil analysis, since vehicles vary in equipment make, fuel economy, fuel sulfur levels and operating conditions.
12. What oil analysis warning limit should I use?
Caltex DeloŽ 400 Multigrade provides excellent soot dispersancy. It can handle greater soot loading without "thickening" or wear increase. Generally, attention should be given to trending in wear metals, such as iron, Base Number or a viscosity increase out of SAE viscosity grade instead of condemning due to high percent soot loading.
- Extend engine life
- Extend oil and filter life
- Improve fuel economy
- Prevent soot damage
- Reduce downtime
- Reduce operating costs
- Increase revenue-producing hours.
In other words DeloŽ 400 will save you money!
16. How long can DeloŽ
400 Multigrade keep me running?
Caltex DeloŽ 400 Multigrade was the first engine oil to document a million miles with no overhaul in a Caterpillar 3406B engine. Likewise, it was the first to make a million miles with Cummins and Detroit Diesel. Caltex DeloŽ 400 Multigrade gives you a great opportunity to extend engine, as well as oil life.
1. Why do I need an anti-freeze in my cooling system?
You don't just need anti-freeze; you need a coolant. A coolant is much more than just an anti-freeze. It provides efficient heat-transfer, protection against corrosion, protection against boil-over and protection against freezing.
2. Can't I just use water?
You are correct in assuming that water is the best heat-transfer fluid. So, if you don't need the freeze and boil-over protection, why spend the money? The reason is that a lot of the modern engines need the additional boil protection that is provided by the base fluid. Also, water, just as a glycol/water mixture, is very corrosive: it causes rust. It will actually attack the metal components in your engine. A coolant will also provide the all important corrosion protection. It will prevent the metal components in your cooling system from rusting.
3. Then which coolant should I use?
Most coolants from well-known chemical or petroleum companies will give you the required product characteristics. If the product claims to meet an international specification (such as JIS K 2234 or ASTM D3306 {cars} or ASTM D4985) or national coolant specification, that can be an indication of minimum quality level for the product. However, there are no guarantees.
Meeting OEM requirements can be another indication. If a product has OEM approvals, high quality is assured, because the product has been fully tested by the OEM technical department. The easiest route is to follow OEM recommendations.
Selecting a product is just the first step. Use and maintenance of the product is just as important for proper functioning of the coolant. Always follow manufacturer or OEM recommendations. Overdosing, under-dosing, or improper change out intervals will inevitably lead to product and component failure.
4. Are all coolants the same?
No! There are various coolants and corrosion inhibitors available in the market today. Application requirements will determine the base fluid selection. Which base fluid is used will also determine the corrosion inhibitor package. Similarly, the application requirements will determine the optimum inhibitor selection. Coolants can differ, depending on the application. Always make sure you are using the correct coolant for your application.
5. What is so special about Caltex Extended Life Coolant technology?
Extended Life Coolant technology has been formulated to overcome some of these difficulties. It is based on a unique carboxylate technology. The product has extended life. This means it will provide protection for up to 600,000km. This is achieved without the need for frequent inhibitor top up (or SCA or filter addition). That means less maintenance, less testing, less product purchased and a lot of money in the bank.
Also, the technology is truly universal. It can be used in all applications and all base fluids. At the same time, the product offers improved performance, better corrosion protection and a reduction in hardware failures.
6. Why is it orange?
A coolant has a color to make it easy to identify. It will mostly also be fluorescent to help you look for leaks. Most coolants are green or red. These products are mostly based on very similar technology. Caltex Extended Life Coolants are based on a revolutionary new technology. To differentiate this technology from the traditional products, a new color was selected. That color just happened to be orange.
7. If this is so different, what will happen if I mix it with the old coolant?
Nothing much. Caltex Extended Life Coolants are compatible with traditional products. We tested this thoroughly. If the contamination is minor (< 15%), you don't have to do anything: Extended Life Coolants will continue to provide full protection. However, if a larger contamination has occurred, you need to treat the system as if it was on a traditional coolant.
This is also why the different color is a benefit: a color change will indicate that you do have contamination.
8. How do I know I need to change the mixture?
As in the previous answer, the color change will be your first indication. After that you need to test the product. Chevron has different test options available for you. These tests will tell you if you need to change-out the cooling system if you want to maintain the Extended Life Coolant benefits.
9. How should I change out the coolant?
If you want to change out the coolant, you need to drain the cooling system. Then flush it thoroughly with water. Then you can add a pre-mixed solution of the coolant.
In some cases, the cooling system can be fouled up to such an extend that water alone will not clean it out. Only in those cases is it recommended to use a cooling system cleaner. Beware these cleaners are aggressive. When they are used, proper draining of the cleaner and extensive flushing with water is required to avoid problems caused by left over cleaner in the system.
Most OEMs will include a recommendation on engine coolant cleaner.
10. What about the water?
Water is the main component in the engine coolant that is in your engine. Because of that, it will affect the product. Poor water quality will have an effect on ALL engine coolants and hence engine cooling systems. This is one of the reasons Chevron also markets a pre-mixed product, Caltex Extended Life Coolant Pre-Mixed, where the right concentration is assured, and only quality water is used. This is the ideal product for filling or topping up a system. However, due to the unique properties of Caltex Extended Life Coolant, it is actually more tolerant of poor quality water.
Chevron does have a guideline that explains minimal water quality recommendations.
12. How should I dispose of my old coolant?
An ethylene glycol based coolant is toxic: ethylene glycol is a toxic product. Any used coolant is a potential hazardous waste. A used coolant has been in an engine and been in contact with a lot of metals. Some metals will be dissolved in the base fluid. Disposal will therefore depend on local legislation requirements. The use of an extended life coolant will definitely decrease the associated problems.
Recycling the coolant can be another option to help you manage the waste problems. Reformulation will require the correct dosage of a good inhibitor package. The resulting product should meet the requirements of a new product. Caltex XL Corrosion Inhibitor Concentrate can be used as a reformulation package.
13. This is more expensive. How can I save money?
Caltex Extended Life Coolants are competitively priced. The product has major benefits. It also ensures extended life for the engine coolant. You will only make a correct comparison if these features and benefits are taken into account.
Chevron has a cost comparison sheet that can help you identify the savings associated with the use of Extended Life Coolants.
3. Aren't fuel consumption savings available from other motor oils?
The unique chemistry of HavolineŽ Energy employs new, advanced concepts in oil technology which lowers fuel consumption by reducing internal engine friction and other power loses. Unlike other "friction modified" motor oils which lose their fuel saving ability shortly into their normal service interval, the fuel consumption savings from HavolineŽ Energy are retained right throughout the normal life of the oil which will significantly improves fuel efficiency. Data obtained using the latest European standard driving cycle test shows that Havoline Energy provides superior fuel consumption savings compared to leading competitive motor oils. Field testing, and testing in co-operation with major European vehicle manufacturers, demonstrated fuel consumption savings of up to 6% in comparison to standard, commercially available SAE 10W-30 motor oils.
4. Why is HavolineŽ Energy more expensive than "conventional" engine oils?
The high engine protection performance and fuel economy provided by this exceptional engine oil requires the use of a complex combination of performance additives and friction modifiers, as well as an expensive synthetic base fluid. However, when viewed in terms of the life-extending protection it affords your engine and the savings you will achieve at the petrol pump it is a true cost saver! Further, HavolineŽ Energy is competitively priced with other synthetic engine oils, none of which boast the same combination of performance and fuel economy benefits as HavolineŽ Energy.
5. Caltex HavolineŽ Energy is an SAE 5W-30 grade motor oil. Will using a motor oil of this viscosity damage my engine?
Vehicle manufactures recommend lubricants by both their viscosity and performance classifications, not just by viscosity alone. They are primarily concerned with the performance of an oil and its ability to prevent wear, to keep the engine clean and free of deposits, and to resist thickening in service. Caltex HavolineŽ Energy is formulated in a viscosity grade which provides fuel consumption savings, but it also meets and exceeds the highest published manufacturer and industry performance specifications, including the benchmark API SL category.
Engine manufacturers are also concerned with valve train wear, that is wear on the camshaft lobes and other components of the valve train. Caltex HavolineŽ Energy was tested in a standard European engine test which determines the motor oil's ability to prevent camshaft lobe scuffing wear. In this severe engine test, HavolineŽ Energy had three times less camshaft lobe wear than a leading synthetic motor oil, and nearly eight times less wear than the passing limit allowed by the European standard.
Like all Caltex HavolineŽ products, HavolineŽ Energy is formulated to provide complete protection against starting friction, heat stress and engine deposits. It provides superior protection against engine wear on start-up where the majority of engine wear occurs. On start-up, HavolineŽ Energy will circulate faster than heavier motor oils, providing full protection against wear for vital engine components. Yet at high temperature operation, it maintains a fully protective film of fluid and anti-wear additive between moving engine components.
7. Can I extend my drain intervals by switching to HavolineŽ Energy?
The outstanding resistance to oxidation and control of wear and deposits provided by HavolineŽ Energy mean that SHOULD drain intervals be inadvertently or unavoidably be extended beyond manufacturer's recommended limits, the margin of protection provided by HavolineŽ Energy will minimize the chances of engine problems. Nonetheless, it is sound practice to adhere to the recommendations made by the designer of your vehicle.
9. My engine develops more power when using HavolineŽ Energy. Is it also using more fuel and producing more emissions?
No. When fuel is burned in the engine to produce energy, it is used in many ways. Some of this energy is lost as hot exhaust gases and waste heat from the cooling system. Some is used up overcoming internal friction in the engine. The rest is available to drive the wheels. HavolineŽ Energy reduces internal friction within the engine, therefore more energy can be made available at the wheels. If this additional energy at the wheels is used in accelerating or higher speed driving, then no more fuel than normal would be used and no more emissions would be produced. However, if there is no change in your driving style, this energy will be saved and there will be reductions in the fuel consumed and the emissions produced.
10. Can I use HavolineŽ Energy in my diesel engine car, 4-wheel drive etc in order to reduce my fuel bill?
The answer to this is a qualified yes. HavolineŽ Energy meets ACEA B1, a European automotive industry specification which defines fuel efficient engine oils for light duty (ie not truck, bus etc) diesel engines. So if your owner's manual calls for an oil meeting ACEA B1, or allows the use of low viscosity engine oils then you may certainly choose to use HavolineŽ Energy. However, if you live in a part of the world where diesel fuel sulfur is still relatively high (e.g. parts of Africa and the Middle-East) then you may need to use a shortened drain interval in comparison with diesel engine oils specifically developed for use with moderate to high sulfur content fuels.
11. Is fuel consumption the only benefit if I use HavolineŽ Energy in my car?
No, the engine will receive complete protection against starting friction and wear, heat stress, and engine deposits. Because of the reduced fuel consumed, fewer harmful exhaust emissions are produced. HavolineŽ Energy is also compatible with catalysts where fitted, preventing untimely catalyst degradation and maintaining control of exhaust emissions. So users of HavolineŽ Energy are also helping the environment.
2. How does HavolineŽ Formula compare with the other more expensive products in the Havoline family of synthetic engine oils?
Caltex HavolineŽ
Formula is designed to provide excellent performance in a wide range of vehicle types, both recent and older models. Caltex HavolineŽ Energy on the other hand is intended for use in more recent (up to 5 years old) cars, where its tailored properties provide outstanding fuel economy benefits. For those wanting the ultimate protection for their vehicle, especially owners of high performance or luxury cars, HavolineŽ Fully Synthetic provides the best in "piece of mind" protection. The use of special, chemically constructed synthetic base oil in the latter two products naturally makes them more expensive.
3. Caltex HavolineŽ Formula meets the API SL classification but what does this mean to me?
The latest engine designs have resulted in increasing demands on motor oils to provide improved protection. The stringent API SL classification reflects these requirements and is now demanded by vehicle manufacturers. Caltex HavolineŽ
Formula meets these performance demands and goes beyond them, thus offering superior protection against engine wear and deposits.
4. There are cheaper products than HavolineŽ Formula on the market. Aren't all engine oils the same?
No they are not. Caltex HavolineŽ
Formula actually provides extra protection for your engine. It is false economy to buy cheap, low quality engine oil and try to compensate for this by changing the oil more frequently. These oils only have enough additives to give your engine minimum protection, and for a relatively short time. Once they are used up, they no longer perform at all. In the long run this means more services for your car, more oil changes and more replacements of expensive engine parts.
7. How does HavolineŽ Formula control oil consumption?
Caltex HavolineŽ
Formula controls oil consumption by resisting structural break-down, thereby maintaining its viscosity for the life of the oil. Oil consumption is further reduced by control of high-temperature evaporation as evidenced by its performance in the most stringent European ACEA volatility test. In addition, it keeps the pistons free from deposits, enabling the piston rings to maintain a positive seal.
8. Is HavolineŽ Formula suitable for use in vehicles using unleaded gasoline?
Yes. Caltex HavolineŽ
Formula is formulated for use with both unleaded and leaded gasoline. In fact, the qualifying tests for API certification are run using unleaded fuel. Also, HavolineŽ
Formula is specifically formulated to protect emission control devices such as catalytic converters and oxygen sensors, which are often used with unleaded fuel.
11. Can the use of HavolineŽ Formula extend my oil drain intervals?
SHOULD drain intervals be inadvertently or unavoidably extended beyond manufacturer's recommended limits, the margin of protection provided by HavolineŽ
Formula will minimize the chances of engine problems. Nonetheless, it is sound practice to adhere to the recommendations specified by your vehicle manufacturer.
1. What is meant by the term "fully synthetic" in HavolineŽ Fully Synthetic?
Most engine oils are blended from conventional mineral base oils, extracted from streams produced in the refining of crude oil. They are a complex mix of many different hydrocarbon compounds, some having very desirable properties for lubrication, some less so. In the processes used to manufacture synthetic base oils however we produce a finished product very different from the components of the starting material, and in doing so have a much higher degree of control over the types of compounds that appear in the finished base oil.
We can use a percentage of these synthetic base oils in conjunction with conventional mineral base oils to produce a "semi-synthetic" product, but if we use synthetic fluids entirely then we call the resulting product "fully synthetic".
Caltex HavolineŽ Fully Synthetic is formulated from fully synthetic base oils to provide outstanding resistance to degradation. In combination with highly shear stable viscosity modifiers, it provides superior fluidity for low temperature start-ups and high film thicknesses under severe, high temperature operating conditions.
3. How does HavolineŽ Fully Synthetic differ from Havoline Energy Synthetic? Which one should I use?
Both products provide exceptional protection for your engine. However, HavolineŽ Energy is designed primarily for newer vehicles (up to 5 years of age) and gives maximum fuel economy consistent with no-compromise in engine protection performance. Caltex HavolineŽ Fully Synthetic is suitable for both older and newer cars. Its viscosity and shear stability characteristics are ideal for minimizing oil consumption in older engines.
6. My vehicle owner's manual makes no mention of synthetic motor oils. Why is this so?
Vehicle manufacturers recommend lubricants by performance classifications, rather than by base fluid type. They are concerned with the performance of an oil rather than what it contains to achieve that performance. Naturally, HavolineŽ Fully Synthetic is formulated to meet and exceed the very highest manufacturer and industry performance specifications, including the benchmark API SL and ACEA A3 and B3 categories.
8. Is it true that using HavolineŽ Fully Synthetic can extend my oil drain intervals?
The outstanding resistance to oxidation and control of wear and deposits provided by HavolineŽ Fully Synthetic mean that SHOULD drain intervals be inadvertently or unavoidably extended beyond manufacturer's recommended limits, the margin of protection provided by HavolineŽ Fully Synthetic will minimize the chances of engine problems. Nonetheless, it is sound practice to adhere to the recommendations specified by your vehicle manufacturer.
1. Can you tell me how deposits affect my engine?
As you drive, carbon deposits can build up in your fuel system. Although these deposits may become less troublesome with the use of good quality, additized gasoline, some engines that are sensitive or in severe service can still have performance problems caused by intake system deposits.
2. What are bottled fuel additives?
Basically, most bottled additives are fuel-soluble chemicals that can be added to gasoline to enhance certain performance characteristics. Deposit control additives that help eliminate carbon build-up on intake system parts and reduce the harmful effects of combustion chamber deposits are of particular interest today.
3. How do deposit control additives work?
The chemicals in these additives "pull" carbon deposits away from metal surfaces like intake valves and fuel injectors and then burn them away in the combustion process.
4. There are lots of fuel additive brands available. What makes PowerCLEANŽ
special?
Caltex PowerCLEANŽ uses the patented TechronŽ technology. PowerCLEAN has proven to be unbeatable at deposit clean-up for fuel injectors, ports and intake valves and by reducing the harmful effects of combustion chamber deposits. It actually helps restore performance lost due to deposit build-up. PowerCLEANŽ really works, whereas most brands of bottled additives do nothing to address knock, ping and run-on often caused by combustion chamber deposits. The technology used in PowerCLEANŽ is recognized by most major OEMs around the world.
6. Is PowerCLEANŽ
effective in both fuel injected and carbureted vehicles?
Absolutely. Caltex PowerCLEANŽ has shown itself to be unbeatable in removing harmful deposits from the intake systems of both fuel injected and carbureted engines.
7. Will PowerCLEANŽ
hurt my engine?
No. Extensive "No Harm" tests have been run. Millions of liters of additives based on PowerCLEANŽ technology have been sold and we are not aware of a single instance of harm to an engine when used as directed.
9. How often should I use PowerCLEANŽ? The effectiveness of PowerCLEANŽ additive depends on its presence in gasoline in large concentrations for short periods of time. One treatment is usually sufficient, but a second treatment may give additional benefits. To keep your fuel intake system clean, use PowerCLEANŽ every 5,000 kilometers.
10. Will PowerCLEANŽ work on vehicles with different size fuel tanks?
This product is designed to work best at a dosage of approximately 40 mL of PowerCLEANŽ to 5 liters of fuel. The 350 mL bottle treats 45 liters of fuel. For best results, follow the label directions and do not use less than the recommended amount. Remember, the effectiveness of this product depends on its presence in the gasoline in large concentration for a short period of time. Minor over-treatment will have no adverse effect on your engine.
11. I understand that gasoline already contain many additives, so why should I buy a bottled fuel additive?
Gasoline may contain additives such as oxidation and corrosion inhibitors, metal deactivators, emulsifiers, anti-icing agents and dyes, and may contain an intake system deposit control package of some type. Unfortunately, not all gasoline's are created equal, and some gasoline additive packages are not effective enough to maintain intake system performance in sensitive engines or engines in severe service. Even worse, the older, less technically advanced, intake system deposit control additives can actually contribute to combustion chamber deposits and to the problems associated with those deposits: knock, run-on and increased emissions of oxides of nitrogen. Regular use of very high-quality gasoline such as those made by Chevron will minimize the need for a bottled additive.
13. Will PowerCLEAN help solve combustion chamber deposit interference (CCDI)?
Combustion Chamber Deposit Interference, or CCDI, occurs when there is contact between carbon deposits on the piston crown and cylinder head in certain late model engines. CCDI is a phenomenon that has been limited to a small segment of engines in the past. This noise can be confused or misdiagnosed as ping, knock, or other noises that could indicate a mechanical failure. CCDI occurs first as a cold start noise that can fade as the engine warms to operating temperature. The noise will reoccur at the next cold start. If your engine is suffering from CCDI, try PowerCLEAN first. Testing has proved that PowerCLEANŽ is effective in helping eliminate the carbon deposit build-up that contributes to CCDI. However, if two (2) treatments do not solve your problem, see your auto repair technician.
