Nov 5, 2010
Some people have raised questions about the marketing of the Pro-ma DT5 diesel fuel treatment to Diesel Specialists, who cite instructions passed down from the diesel industry concerning the interaction of water with common rail diesel injection systems. Such instructions might say “the smallest amounts of water can result in effects that are just as disastrous to the fuel injection pump as dirt, causing rapid wear, corrosion and even seizure. It is vitally important that water is prevented from reaching the fuel injection equipment.”
Naturally, when faced with such explicit instruction, the prospective user of the Pro-ma DT5 becomes quite wary of some of the product claims. Diesel injection systems and engines are expensive to repair, and any possibility of engine damage is a potential concern for the cost-conscious consumer.
DT5 and Water Dispersion
A described in the product literature, DT5 disperses and removes water from fuel systems by breaking it into micelles of very small diameter, typically close to one micron in size. The water-dispersing surfactants in the formula are long-chain polymer molecules with ends attracted to either water or fuel. These molecules surround the water droplet, such that the hydrocarbon-philic ends attract to the surrounding fuel. These micelles being surrounding with surfactant and solvent molecules tend to suspend themselves in the fuel and do not easily fall out of solution.
With respect to the statement issued by the Diesel Industry, Bell Performance and Pro-ma Performance Products would point out some key distinctions that are relevant to the situation as currently described. The statement the Industry is making is designed to cover the broad spectrum of situations that common rail injection users face, across Australia and around the world. The Diesel Industry is encouraging all consumers to avoid exposure of their systems to water. But it is not clear that the Diesel Industry has in mind the kind of situation that the DT5 additive creates (micron-sized micelles passing through filters). The Diesel Industry is concerned about water as most consumers commonly may encounter it – water that exists in situ on the bottom of tanks or in larger droplet from within the fuel.
Pro-ma DT5 users do not encounter water in such a fashion. The action of the DT5 additive in breaking down water and dispersing it will not cause users to run afoul of the recommendations that Diesel Industry is making for avoidance of exposure to water. The micron-sized micelles the DT5 creates cannot and do not in practice cause any harm of diesel injection systems, common-rail or otherwise. CW Products also knows this to be true in practice, as numerous municipal fleets in the state of Florida, many with common rail injection systems, utilize the DT5 formula without any issues or problems.
The US standard for lubricity in diesel fuel is derived from the ASTM D-6079 HFRR test (High Frequency Reciprocating Rig). The test involves rotating a ball against a hardened steel surface (while exposed to lubricant) for a period of 90 minutes. The test results are expressed in microns of scar size on the test bearing, and the maximum scar size for proper diesel specification is 520 microns. Good diesel fuels which meet all proper specifications will most commonly have a D-6079 reading of between 460-520 microns. 460 microns is the maximum scar size preferred by the Engine Manufacturers Association (EMA). For lubricants, smaller scar sizes correlates to superior protection and better performance on the test.
Diesel fuel lubricity is an important for users around with world with regulations on sulfur content having been implemented in the last decade. Removal of the sulfur to benefit the environment has given the consumer a drier diesel fuel with a lower lubricity value. This lubricity imparted by the fuel is relied on by the engine to lubricate and extend the life of certain moving parts such as injections and fuel pumps.
For this reason, the DT5 formulation contains a poly butane ashless lubricant which increases the lubricity value of diesel fuel and protects these parts. Formulations research indicates that, at normal treat rates of 30ml to 40 litres of diesel, fuel which may have failed the specification at a level of 600 microns may now be brought back into specification to meet or exceed the U.S. lubricity standards of 520 microns.
Dec 24, 2009
Pro-Ma Fuel Treatments PT5 Gasoline/Petrol Treatme nt and the DT5 Diesel Treatment)
At least one of the old proverbs-that gasoline and water will not
mix- has been disproved by a 67-year-old chemical engineer in Orlando, Florida. He is R.J.Bell, holder of about 70 patents on inventions, who has successfully compounded a mixture of gasoline and water into a product called “Mix-I-Go” (now Pro-Ma Fuel Treatments) which he manufactures at the Bell Laboratories on Bumby Avenue in Orlando. Mr. Bell claims perfection of his chemical blend will revolutionize the entire petroleum industry, for as he says “it is a new power, different from anything under the sun”.
Mr. Bell does not boast in vain-for his claims are backed by the finding of some of the best known laboratories in the United States, and by operators of truck, tractor, boat and automobile fleets who have accepted his product, tested it exhaustively in every possible manner-and for proof of the pudding are buying it in ever-increasing quantities.
The perfection of the new formula Mix-I-Go, is the result of many years of research by Mr. Bell. A native of Virginia, he is a son of a Scotch-Irish Dutch father, and male members of the Bell family including Mr. Bell himself, served as navigators on ocean liners for several generations. While still a young man he brought to close his career as navigator and in 1918 opened the Bell Laboratories in Richmond, Virginia, specializing in chemical experiments. Twelve years ago he moved his laboratory to Orlando, where he has continued his experiments and has patents on his inventions which include everything from children’s toys to the cord and rubber structures of automobile tires.
The fundamental principle of Mix-I-Go is the fact it causes gasoline in a motor to burn more slowly, giving more uniform push to the power strike, thereby reducing friction and vibration which does increase the life of the engine. Unwatered fuel gives a big push at the start of the stroke, but does not last the entire stroke as hydro-vapor causes it to do. Mix-I-Go removes carbon deposits from a motor over a period of three months. The product will reduce consumption of fuel and greatly reduce cost of maintenance. When added to motor fuels, Mix-I-Go enables the consumer to obtain added miles per gallon, more revolutions per minute and removal of carbon lead and other foreign deposits from within the explosive chamber.
The new product can well pave the road toward miracles for a motorized society or the motorized individual.
It has been known for many years that water could be helpful in many ways to gasoline and Diesel engines if properly suspended in the liquid fuel. After work in his laboratory for 24 years, experimenting with water and chemicals from all over the world, Mr. Bell finally hit upon the secret of how to suspend water in gasoline and Diesel fuel. “To the best of my knowledge,” said Mr. Bell, “no one has been able to accomplish this before.”
It was five years ago that Mr. Bell first started to sell Mix-I-Go to fleet owners, trucking companies and business houses, for use in operating their rolling equipment. During that period he has received hundreds of letters testifying to the excellent results obtained. These letters represent hundreds of satisfied users today, who are passing the good news on from one fleet owner to another! Mr. Bell further relates that on file at the Bell Laboratory are many other letters received from nationally known business houses, testifying fuel and maintenance costs of their motor as to the great savings obtained in use of trucks due directly to the use of Mix-O-Go, and that their valve troubles have been practically eliminated.
After the discovery and perfection of his product extensive road tests were made with Chrysler, Oldsmobile, Plymouth, Ford and other motor vehicles that extended over a distance of 200,000 miles. The results of these tests were even greater than had been anticipated.
Any fleet owner who has given the new product a thorough and exhaustive test will testify to the excellence of the new product. Automotive engineers have known for years that water vapor, when properly introduced into the firing chambers of an automotive engine, does increase power and pick-up. Many large fleet owners have now proved and more are proving daily, that the regular use of Mix-I-Go water moisture gasoline treatment gives this improved performance with a big bonus in the form of reduced fuel and maintenance costs.
“It must be remembered,” said Mr. Bell, “that the public proves the good and bad features of all products. The public has approved of Mix-I-GO.”
A research laboratory which tested three samples of gasoline containing the Bell product, Mix-I-Go, reported improvements in fuel consumption and removal of deposits from a motor’s combustion chamber. In the tests a 1942 model passenger car was used and the engine was connected to a 175-horsepower Midwest-Dynamic eddy current dynamometer, the report reveals. Cox flow meters were used to measure the instantaneous fuel flow and an inclinometer and orifice were used to measure the air flowing into the engine carburetor, it was further revealed.
Mix-I-Go, when added to fuel of a light or heavy airplane, will increase the motor revolutions and manifold pressure.
“When the product is added to the fuel of any airplane it increases the maximum speed,” Mr. Dell asserts.
Mr. Bell has spent 24 years in the perfecting of his product. When used in motors the product is added at the rate of six ounces per 10 gallons of fuel. Instructions on containers of the product advise consumers to use approximately twice this amount the first time, and follow at the rate of six ounces per 10 gallons. On lighter planes four ounces to 10 gallons should be used.
One of the largest truck fleets in America and one of the largest fleets maintained by a bakery in the Southeast use Mix-I-Go in every gallon of motor fuel consumed. They are among thousands of volume consumers.
Mix-I-Go is known in parts of South and Central America and in the United States.
Dr. Arturo Hidalgo, civil petroleum engineer of Venezuela, flew to Orlando from his home in Caracas and after several days of chemical experiments and investigations, returned home and prepared a paper which he titled Scientific Revelations, a New Useful Product. The paper was prepared especially for the offices of transportation of Venezuela government control, for the utilities of electric light and power, for the companies of air, land and sea transportation, and in general for the owners of cars, Dr. Hidalgo said.
First shipment of Mix-I-Go to South American distributors was five drums or 275 gallons. Using the additive, at the rate of six ounces per 10 gallons of gasoline or Diesel oil, this was adequate for a number of laboratory and road tests including one conducted by the Venezuelan government. A few months later the distributors ordered 2,200 gallons. Their latest order, shipped this month was for 5,500 gallons. It was transported to Tampa by truck carrier and placed for shipment to Caracas by boats.
The trade name Mix-I-Go is registered in the US Patent Office, but the formulae is secret and Mr. Bell says he has refused $1 million from an oil company for his findings.
“I perfected the cigarette vending machine over 30 years ago and obtained the patent on the idea,” said Mr. Bell. “I sold the patent rights shortly thereafter and saw other persons make millions on my idea. The formula for Mix-I-Go is not for sale at any price. I hope that its use will benefit God-fearing peoples in democratic nations through the world.”
Article: Industrial Florida, September 1950
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Dec 15, 2009
This is a fantastic article by Pro-Ma Systems Corporate Consulting Engineer regarding the benefits and disadvantages of the Enthanol - Oxygenated Fuels that are increasingly available out there in service stations. Let me tell you I avoid this option whenever I fill up after doing my investigation. I will let you make your own mind up after you read this article.
Is Ethanol/Oxygenated fuel something new?
Certainly not! My first experience with this fuel blend was at the end of Wold War II, when I was towing army disposals blitz trucks, three at a time, linked by chains, from Mount Gravatt to Newstead in Brisbane, in preperation for sale.
What is Ethanol and how is it produced?
Ethanol is alcohol. A colourless, volatile, flammable liquid, C2H5OH. It is synthetised or derived by fermentation of sugars and starches. It is widely used, pure or denatured, as a solvent in drugs, cleaning solutions, explosives, and as an intoxicating beverage. It is hydrocarbon compound but differs from normal petrol/gasoline due to its additional oxygen content.
In Queensland, Ethanol is derived from molasses. In Southern States it is derived from grain stalks, such as corn, wheat and sorghum.
This type of fuel has been used in the United States and Canada, where it has been known as Oxygenated Fuel, Gasohol and Diesohol for more than 20 years.
- Ethanol was originally incorporated into petrol/gasoline and diesel fuels to provide additional markets for sugar cane and lately for grain farmers.
- More recently it was incorporated into these fuels to reduce carbon monoxide, carbon dioxide and nitrous oxide emissions, when these emissions caused increasin alarm with ever increasin vehicle density.
- These emeissions are normally only a significant problem when they can be contained by temperature inversions, in cities currounded by hills and with an absence of wind.
- All humans and animals breathe out carbon dioxide and earth's vegetation has been designed to absorb the carbon for growth and breathe out the oxygen into the atmosphere. One average sized tree will normally process the carbon monoxide emissions from a motor vehicle overnight. I wonder why this is not promoted more widely?
- Ethanol produced for use in fuels is only a cost benefit when it is not loaded with government excise duty. Up until recently a considerable quantity of Ethanol was imported from Brazil without excise duty being added to the price. This action disadvantage Australian producers.
- Ethanol is dearer to produce than petrol/gasoline or diesel, consequently the retail price is normally dearer. It is a very volatile liquid, so evaporation loss is high.
- Ethanol is highly hygroscopic, so it readily absorbs moisture from the atmosphere. It can absorb up to 15% if its own volume in absorbed water. This can cause rust and corrosion in the fuel system, not only in ferrous metals but even more so with alloys, carburettors and fuel pumps etc.
- Most people who operate racing cars on alcohol type fuels have to drain the fuel system after each day's racing to prevent fuel system corrosion developing.
- Carburettors can ice up under low ambient temperature and humidity conditions due to its high evaporation rate.
- Rubber and neoprene seals and diaphragms are more likely to dissolve in Ethanol than in petrol/gasoline or diesel fuels.
- Ethanol burns hotter and drier than petrol, so cylinder lubrications become more important.
- The fuel can stratify or seperate into layers more readily, particularly during periods of storage.
- There is a slight loss of power and fuel economy when Ethanol fuels are used in comparison with normal hydrocarbon fuels.
The percentage of Ethanol blend in the fuel is critical. Motor vehicle manufacturers expect problems to develop if the percentage of Ethanol in the fuel exceeds 10% by volume.
Whilst Governments are encouraging the addition of Ethanol, the Oil Companies and Vehicle Manufacturer do not favour its addition.
A few years ago, the Federal Department of the Environment, Sports and Territories commisioned a series of tests on buses using a 15% blend of Ethanol containing 5% water, 84.5% diesel and 0.5% emulsifier. Diesel and ethanol do not mix without the addition of an emulsifier. The emulsifier was developed by APACE Research. The results were compared with buses using untreated diesel fuel.
This report is titled 'A Synthesis Report on the Field Trials Undertaken by ACTION' (Australian Capital Territories Omnibus Network). The laboratory tests were undertaken by the NSW EPA and analysis of the programme by APACE Research. Six Renault PR1-00-2 buses were bench and road tested over a period of 14 months
Some of the conclusions noted by Dr. S. Joseph's report were:
Corrosion in the injectors and exhaust valves (one batch of Ethanol, in particular), vapour locks in the fuel system, a loss of power, a significant reduction in smoke and oxides of nitrogen emissions but no signifcant reduction in gross carbon.dioxide or aldehyde emissions, an estimated 3%-8% increase in fuel consumption, engine tuning was required. Further testing was recommended in the report.
Pro-Ma PT5/GT5 Petrol/Gasoline Treatments and DT5 Diesel Treatments added to oxygenated fuel can help by:
- Controlling accumulation of water and condensation.
- Stabilising the fuel and minimising fuel seperation.
- Preventing carburettor icing in conditions of low temperature and high humidity.
- Supplying additional fuel injection systems and upper cylinder lubrication.
- Improving fuel combustion whilst reducing emissions.
Article by Pro-ma Performance Products Consulting Engineer
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Nov 24, 2009
My car is a 1987 Mercury Topaz with 127,000 km; 4 cylinder engine (fuel injection).
This letter is to let you know the many things that have happened to my car since I started using the Pro-Ma Gasoline Treatment and Pro-Ma MBL8 Concentrate.
My car used to have a problem with surging. I would be stopped with my foot on the brake and my RPM gauge would go back and forth from 900 to 1300 continually. It used to have a severe problem with hesitating when you stepped on the gas. It was hard starting when it was cold and last winter left me stranded 3 times in 2 weeks.
The first thing I noticed when I started using the Pro-Ma GT5 Gasoline Treatment and MBL8 was that I had more power. When I stepped on the gas, the car would go without bogging down. I then noticed that it was no longer surging while I stopped. All winter long I reached in and turned the key and my car started although it was never plugged in.
My car has never been noted for having exceptional gas mileage. It was, however, consistent. I would be looking for a gas station when I had around 400 km on my odometer. On my last tank I got 600 km and took 50 litres of gas. That works out to 35 miles per gallon. I have 395 km on this tank of gas and my gauge is between three quarters and half full. Gas mileage is now much better.
Pro-Ma Performance Products really do what they say they will do and I can recommend them to everyone without hesitation.
Sherwood Park, Alberta, Canada
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Nov 12, 2009
About 50 years ago, the driver of a petrol-engined vehicle was able to manage all the controls of the engine. He could advance or retard the ignition timing for starting and extra performance. If he didn’t retard the ignition before hand cranking, he risked a broken arm! He could operate a manual choke to enrich the mixture for cold starting, and had a hand throttle to maintain a set engine speed at will.
As time progressed, cars were no longer supplied with crank handles. Next spark advance was controlled by vacuum and/or mechanical advance with the vacuum advance responding to engine load, and the mechanical advance reacting to engine speed. Next, automatic chokes replaced manual control, and throttles disappeared as the automatic choke was fitted with fast idle cams to match engine speed to choke plate position during the warm-up phase.
In recent years we have seen the introduction of electronic ignition, computer controlled ignition, fuel injection has replaced the carburetor/s and now we have full engine management systems.
Unleaded fuel and catalytic converters were introduced into the United States in 1975 and in Australia on new passenger vehicles manufactured from January 1986 as mandatory equipment. What are the benefits of all these new-fangled gadgets? Are they really an improvement? Are they really necessary? Let’s look at the individual benefits that are claimed for these changes:
l Electronic ignition has greatly improved ignition reliability, and resulted in the elimination of ignition points and condenser, along with the necessity to be regularly adjusting and replacing points and resetting ignition timing.
Once set, it does not need to be adjusted until there is significant timing chain or gear wear. This eliminates a major cost component in engine tuning. Ignition coil output has risen from 15,000 volt to 50,000+ volts to improve ignition particularly in “lean-burn” engines.
However the higher voltage places a bigger strain on ignition insulation so engine cleanliness and the correct high tension leads are very important for radio and television interference, and to reduce the possibility of the high voltage tracking to ground instead of firing the spark plug correctly.
l Fuel Injection has resulted in more accurately controlled metering according to demand, and more power and economy that the corresponding carbureted engine. Engines are fitted with one or two injectors, or one per cylinder according to design. Fuel is pumped from the tank by an electric fuel pump located in the tank. Fuel pressure is regulated by a pressure regulator, and the excess is returned to the tank for cooling, vapour and foam dispersion. At the correct point of crankshaft rotation, the computer activates and electrical solenoid in the injector/s lifting a tapered needle off its seat and allowing fuel to be sprayed into the inlet manifold or port. The duration is measured in milliseconds, and when the current ceases, the injector closes.
The fuel and air mixture are then ready to enter the cylinder when the inlet valve opens. The ideal situation to have one injector per cylinder with the injector angled so that it sprays directly onto the head of the inlet valve whilst the valve is open.
Currently to reduce cost most injectors are designed to inject into the manifold up to 75° before top dead centre, with the duration determining the volume required. Most six cylinder engine’s injectors spray singly or in sets of three once per crankshaft revolution depending whether there are two or six injectors.
Unleaded fuel has a lower octane rating than Super or Premium. Consequently when it was introduced, engines were produced with lower compression pressures. This resulted in reduced performance from the same engine capacity. Redesign of engines and turbo-charging have more than compensated for this loss.
Leaded fuel engines relied on the lead in the fuel to provide a lubricant for valve seat and valve guide areas, as well as to provide some combustion chamber cleaning. Unleaded engines require specially treated valves and seats to minimize valve seat wear, and they burn drier in the upper cylinder area. When correctly maintained, they result in less atmospheric pollution. However should maintenance be neglected they can result in far worse pollution than a leaded engine.
* Catalytic Converters are designed to process the exhaust gas to carbon dioxide and steam. However, to do so they need to have become heated to about 1,000°C (2,000°F) by a combination of exhaust temperature and catalytic action. Until they reach this temperature, or if they cool down at traffic lights or travelling down hill, they may not process the exhaust completely and emit rotten eggs gas (H2S). They are very susceptible to damage and poisoning.
A couple of tankfulls of leaded fuel or a misfiring spark plug will cause major damage to the catalytic converter, and result in overheating, and/or blockage.
* Engine management systems are able to control ignition timing, the correct quantity of fuel dispensed for all conceivable engine functions and to adjust ignition timing appropriately. How does this system function?
The heart of the system is computer with a microprocessor receiving and sending signals from a number of sensors. These are in the form of voltage readings or pulses. Sensors are fitted to monitor engine R.P.M., Manifold air pressure and temperature, intake air velocity, coolant temperature, detonation, throttle position, exhaust gas oxygen levels, and vehicle speed input.
All of these messages are collated and compared with the computer’s memory program. The memory contains a number of maps to cover most of the operating conditions likely to be encountered, and the computer then sends signals to all the relevant components and makes the necessary adjustments to result in the optimum settings. These corrections can be made up to 250 times per second!
The systems are very reliable, however in the event of a malfunction, the system is programmed to a “limp home” setting with obvious benefits. The computer also has the capacity to diagnose its own functions and vehicles are provided with electrical adaptors which can be coupled to special test equipment to extract the information from the computer’s memory.
This information is lost when the battery is disconnected. The system can be kept functioning best by following recommended service procedures performed by someone who knows exactly what they are doing. Keep the engine compartment clean, but do not use a steam cleaner on any electrical component or wiring.
Use only genuine replacement parts designed for the system.
USE THE PRO-MA PETROL TREATMENT CONTINUALLY AT THE RECOMMENDED DOSAGES TO KEEP THE FUEL SYSTEM AND INJECTOR FROM BECOMING FOULED. IT WILL ALSO ASSIST IN EXTENDING SPARK PLUG. EXHAUST SYSTEM AND CATALYTIC CONVERTER LIFE AND REDUCE OIL DILUTION.
USE THE PRO-MA PETROL TREATMENT PT5 FROM THE DAY YOUR NEW CAR LEAVES THE SHOWROOM OR WHEN YOU PURCHASE A USED CAR THAT IS NOT WORN OUT. THE CLOSER YOU CAN MAINTAIN THE ENGINE TO NEW CONDITION, THE BETTER THE PERFORMANCE, RELIABILITY AND ECONOMY WILL BE.
Article by Pro-ma Performance Products Consulting Engineer
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Nov 5, 2009
“Hi Saul, I received everything in the mail like you said, thanks a million! I’ve treated my Subaru engine of 280,000 km with the Pro-Ma MBL8 Oil Additive and took the boys to school the next morning (when the lifter noise is at its loudest and longest) and absolutely no lifter noise from cold to operating temperature.
I would like to trial it for the next week to be 100% then if it consistently stays quiet and still produces the extra power, with your permission I would love create an outlet in Sydney for this much needed miraculous product. I tried every thing with this car previously to fix the problem including Wynns lifter free, Bi-Tron, replaced seals in the oil pump, replaced thermostat with one that opens later, different oil viscosities etc and nothing has worked like the Pro-Ma treatment.”
(Automotive Mechanic – Sydney)
“Hi Saul, sorry for the late reply. I received the package a day after your last mail and was waiting to give it a try until yesterday. True to the claim made by forum-ers, the Pro-Ma MBL8 Oil Additive truly worked. I changed the engine oil last Saturday, added the recommended portion and the noisy lifters are now silent. I have a few friends that have the same problem and I have recommended them the product. I gave them your email so they could contact you directly.
"Hi Saul, I received the package last week.We own a 1998 Mitsubishi Pajero 3.5 with 193 000 km on the clock. As is typical with these motors the hydraulic lifters have become rather noisy. I did an oil change over the weekend, adding the MBL8.
After running the motor for a few minutes the lifter noise disappeared completely.
Thanks for a great product!"
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Clay, or bentonite grease can be heated to red heat without the grease deforming, however if one drop oil or another type grease is added, the grease will turn to oil.
When packing grease into a bearing, make sure that the grease is meaded thoroughly into the ball or roller cage areas where rubbing friction occurs. Ball and roller bearings do not require a large quantity of lubricant.
Overgreasing leads to overheating. When packing wheel bearings, pack only the bearings, not the hub, otherwise grease will be forced out through expansion, and the seal face may become dislodged.
When packing grease into an industrial housing, fill only the lower third of its capacity. A 50mm bore ball bearing will operate at 1500RPM for 10,000 hours before requiring grease replenishment.
Do not use a high pressure, or pneumatic grease gun on universal joints or ball joints fitted with seals. Most grease and oil seals are designed to a maximum rating of 15P.S.I.
Use the Pro-Ma MBL Grease sparingly. This is printed on the label on the container. It is amazing how when all else fails, people will read the instructions! Whilst it is dearer than the 1.2 base grease it will carry up to 7 times the load.
If used sparingly it will prove cost effective in comparison with most other greases. Another benefit is that its multipurpose capacity obviates the need to carry a variety of greases for each different application.
Tests have shown that its water absorption is negligible, making it ideal for boat trailer bearing and marine use. Even if the grease becomes dislodged by water spray, the copper and lead will provide residual lubrication. The copper and lead particles will not cause electrolysis whilst suspended in oil or grease.
PRO-MA MBL Grease application
Plain bearing, axles and thrust bearings, including heavy equipment.
Ball and roller bearing, including electric motor, and disc brake wheel bearings where 250°C grease is specified.
Ball joints, universal joints, tie rod ends, spring shackles.
Hoists, winches, conveyers, wire ropes, chains, propeller shaft stuffing boxes and rudder posts.
Gear boxes, open and low speed, and manual steering boxes where a semi-fluid grease is specified.
Do not use where food contact is likely, or where temperatures above 250°C(480°F) are likely to be encountered.
MAXIMUM CONTINUOUS OPERATING TEMPERATURE OF PROMA MBL GREASE IS 205°C( 400°F).
Article by Pro-ma Performance Products Consulting Engineer
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Nov 3, 2009
The National Lubricating Grease Institute classifies greases into eight groups from NLGL number 000 to NLGI number 6.
The American Society for Testing and Materials ahs set a standard. ASTM D 217, for the eight classifications. The test grease is worked for 60 strokes at 25°C(77°F) to stabilize the temperature, and to ensure thorough mixing of the grease. Then a needle or cone is dropped into the grease, and the distance the needle or cone penetrates the grease determines the NLGI Classification. 000 has the greatest penetration, and 6 has the least. Thus NLGI 6 rates as the most viscous grease.
In many applications, the grease must recirculate and must not leave an open track when the components move through the grease – for example in a recirculating ball steering box the grease must be sufficiently fluid to refill the area traversed by the sector shaft. If a grease dries out in service, then it will leave “tracks” resulting in lack of lubrication and subsequent component failure.
Grease is usually manufactured from an engine oil base which has been mixed with appropriate thickeners and other additives. As with engine oils, the viscosity of the particular grease needs to be correct for the ambient temperature, and the specific temperature range under which the component will operate.
The DROPPING POINT of a grease is the temperature at which the first drop of liquid separates when a grease is heated under prescribed conditions.
The FLASH POINT is the lowest temperature at which vapours arising from the sample will ignite momentarily on application of a flame under controlled conditions.
The TIMKEN O.K. Load is the maximum load a lubricant will stand without failure due to the breakdown of the lubricant film as determined on the Timken Extreme pressure lubricant tester.
The Pro-Ma FRICTION BRAKE MACHINE performs a similar function, and allows comparison of the point of breakdown of an oil, grease, or spray, either as a direct comparison between two Products, or a comparison before and after application of an additive.
The LOAD WEAR INDEX is similar to the Timken 0.K. LOAD test, and uses a 4 ball Extreme Pressure Tester. LOAD CARRYING CAPACITY is a quantitive term used to describe the ability of a lubricant to resist film rupture, and protect against wear and surface destruction under conditions of high speed, high load, high temperature, and combinations thereof.
FILLERS are any substance such as talc, mica, or various powders which may be added to a grease, but not considered as being primarily intended to enhance the lubricating qualities of the grease.
THICKENERS are solid particles which are uniformly dispersed to form the structure of a lubricating grease in which the liquid lubricant is held.
Since 1987 we have introduced a Lithium Complex Grease, and we currently have the Pro-Ma MBL Lithium Complex Grease in Australia and New Zealand. The United States & Canada has used MBL Lithium Complex Grease since Pro-Ma Systems’ launch in that Country.
The lithium complex soap structure has a number of advantages. It operates over a broader spread of temperature ranges, it is more versatile in its application, and it it more resistant to water washout and shock ladings.
It has a higher load carrying ability, a superior oxidation stability, rust and corrosion protection, and nylon cage compatibility.
It may help you to understand the function of you think of the grease as a sponge containing the lubricating oil, and when pressure is applied, some of the oil is released to provide lubrication.
Greases consist basically of a thickener, oil, modifier and additives.
The most common problems encountered with grease are:
* Compatibility between different grease bases.
* Over greasing, and incorrect application.
* Exceeding the continuous operating temperature of the grease.
1. If different base greases are mixed, the result can be a thickening of the grease, or a breakdown of the grease sponge, releasing the oil.
Lithium complex grease is compatible with Lithium and Synthetic greases. It is partly compatible with aluminum complex greases. It is not compatible with: calcium, bentonite or clay, barium and sodium grease.
If greases are not compatible, all bearing must be free of oil lubricant. If partly compatible, cleaning is recommended. For example, if you wish to use the PRO-MA MBL GREASE in a car’s disc brake wheel bearing, it is important to wash the bearings, the hub and the spindle before applying the MBL GREASE as many manufacturers and service facilities use a clay or bentonite grease to withstand the high operating temperatures encountered with disc brakes.
Re-pack only the bearings, not to hub or the dust cap. There may be some exceptions to this, so follow the Manufacturers’ instructions.
Do not add MBL GREASE to a sealed bearing as you do not know the original type of grease, and you may over fill the bearing.
2. Over greasing is a major source of bearing failure, particularly in high speed application. If a bearing is packed with grease and operated at high speed, the resultant heat can cause the grease to break down.
Consider an alternator bearing on a car. You can hardly see the quantity of grease put in at manufacture. However it is sufficient to last the alternator up to 150,000km, in most cases. Pack the same bearing fully and see how long it lasts!
When we were able to grease universal joints they had a fairly limited life. During the past 30 years, cars have had sealed universal joints, and it is not uncommon for them to last the life of the car.
It is important when greasing ball joint and universal joints not to burst the seals, otherwise dust and water can enter the joint resulting in early failure.
Grease all joints if possible, with the load off the joint. Then rotate the joint so that the grease can get between the areas under pressure. Otherwise the grease can by-pass the areas that need to be greased
Grease oozing from the joint does not necessarily indicate that it has reached the working surfaces.
Remove all excess grease as this can attract dust and become abrasive. Only the grease within the joint can do any lubrication. Use PRO-MA MBL GREASE sparingly as it will normally last many times conventional greases! This can overcome cost comparison objections.
3. The dropping point of MBL GREASE is 280+°C (500+°F). This is the temperature at which the oil will drop out of the grease. This does not mean the grease will function continuously at 270°C or 490°F. MAXIMUM CONTINUOUS OPERATING TEMPERATURE IS 205°C (400°F).
Whilst some grease are rated to have a higher dropping point, all greases are limited by the top operating temperature of the oil they contain.
We hope you take this chance to obtain the remarkable benefits available through the correct use of our unique PRO-MA MBL GREASE.
Article by Pro-ma Performance Products Consulting Engineer
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Nov 1, 2009
Late in 1987 several of the Major Oil Companies introduced their new additives for diesel fuel. Some of their comparisons between the old and new fuel make one wonder how they can still market the old fuel!
There has obviously been a need for a long time to produce fuel of a better quality for today’s high performance diesel engines, and the high cost of maintenance that results from corrosion in the fuel system components, and the loss of power and economy that results from combustion chamber deposits and clogged exhaust systems.
Our manufacturing laboratory was aware of the need for diesel fuel additives and has been producing and marketing DIESEL TREATMENTS for 38 years! During that time operators in many countries throughout the world have been experiencing these benefits.
Most of the newly developed additives are designed to be added to fuel when the vehicle’s fuel tank is being filled, although one oil company is blending the additive via a venturi system as the diesel fuel is being dispensed to their road tankers. This is the most effective way to ensure even mixing of their additive.
Apparently their detergent function is effective as they experienced sufficient filter blockages to necessitate cleaning of their tanks.
One oil company claims that “now there’s one diesel fuel; and only one with the power to save you money.” I am sure there would be people prepared to debate that statement.
Without details of the respective formulas and an impossible amount of road and laboratory testing, an accurate comparison would not be feasible.
People have always asked why these additives are not added in the refineries. There are two basic reasons. The first is the added cost. The second is that if they incorporated detergent additives with sufficient concentration, they would experience massive system blockages as a result of the cleaning of above ground and underground tanks’ filter and pipelines.
One surprising thing is that the oil companies have not introduced these additives into the United States at the time this article is being written.
Oil Company Claims:
- Increased fuel economy, usually two to three percent.
- Detergent to ensure injector system cleanliness leading to reduced fuel usage.
- Corrosion inhibitor to minimize effect on tank and injection system.
- Ignition improver to reduce ignition delay and engine noise.
- Anti-foam additive to allow quicker and more complete tank fill.
We will look at these claims and see how they compare with the Pro-Ma DIESEL TREATMENT, and the features and benefits our Product provides.
- Improves fuel economy, usually between eight to fifteen percent. The T.A.F.E Report confirms a ten percent improvement on the G.M. 371 Diesel engine. We have many Testimonials on file recording fifteen percent in truck an marine application.
- Detergent. Dr. Chris Clausen, who is responsible for our blending process in the United States, says the detergent in DIESEL TREATMENT is much more effective and more highly concentrated than that used by other Companies. One of the reasons is mentioned in the earlier text. The detergent in the Pro-Ma DIESEL TREATMENT not only cleans the tank and fuel system, but also has a solvent action on the combustion chamber and exhaust system deposits.
- Surfactant or surface active compounds help to break down the surface tension of water and condensation in the fuel system to less than one micron in size so that is may pass harmlessly through the system and be disposed of through the exhaust as steam. Additional surface active compounds prevent the formation of ceramic type deposits in the combustion chamber, and the residue is blown out the exhaust as dust. Removal of water from the system will minimise corrosion and cause the fungus, Cladisporum to die. It will also prevent the growth of marine bacteria. This is particularly important in marine application as their tanks are especially prone to contamination in this respect.
- Combustion modifier. Other surface active compounds also assist to control the molecular size of the injected fuel resulting in more complete combustion, improved power and economy with a reduction in exhaust smoke (unburnt fuel). The T.A.F.E. report confirms a ten percent increase in horsepower, and a thirty percent reduction in exhaust smoke density.
- Corrosion inhibitor. Removal of water assists in this regard. Place a small amount of Pro-Ma Performance Products DIESEL TREATMENT in an old teaspoon and set fire to it with a cigarette lighter. You will find that it is difficult to ignite, and after it has burnt away there is an oily residue. This acts as a corrosion inhibitor.
- Pour Point depressant. The Pro-Ma DIESEL TREATMENT contains a compound to reduce the temperature that wax in fuel commences to solidity. This is termed the “Cloud Point”. Depending on the quantity of kerosene in the diesel fuel, this can reduce the cloud point up to eight degrees centigrade below untreated fuel.
Many Companies use Alcohol, Ethanol or Methanol to emulsify water in fuel systems. This allows all the water to be absorbed into solution, but does not reduce the molecular size of the water. This can allow sufficient water to pass through the system at a time to damage injector nozzles and pumps. You will notice our PRO-MA DIESEL TREATMENT is marked “Contains no Ethanol, Methanol or Iso-Propanol alcohols”. Alcohol also has a drying effect on the cylinder walls, particularly at start-up when the major wear takes places.
The PRO-MA DIESEL TREATMENT HAS STOOD THE TEST OF TIME. It was upgraded in 1985 to improve its cold start capacity, and to improve the effectiveness of the surfactants and the combustion modifier with the latest developments in Technology. I don’t know of any product available that provides anywhere near the total benefits that PRO-MA DIESEL TREATMENT does.
Article by Pro-ma Performance Products Consulting Engineer
To order the Pro-Ma Diesel Treatment,
Please visit FuelOilTreatments.com.au
Oct 22, 2009
In every case I have investigated, there has been some other relevant or overriding factor.
For those of us who have been using the performance products for many years, we have built up a wealth of experience personally and have obtained continuous and in some cases, exceptional results from using these Pro-ma products. Let’s look at some of the factors which may have a bearing on the outcome.
There is always the individual who believes that “if a little is good, then more is better.” Overdosing can have a detrimental effect on fuel economy when we are considering the Petrol/Gasoline or Diesel Fuel Treatments. The products are designed to remove combustion deposits slowly without detriment to the system. Overdosing can result in spark plug fouling, and could also dislodge excessive amounts of carbon.
If the fuel system contains large quantities of water then it is possible to carry more water through the system than is desirable. With correct dosage foreign matter can be disposed of without detriment. We don’t want to have the vehicle held up with a fuel filter blockage shortly after commencing to use the products?
Ensure the vehicle is not being driven to its maximum capacity. If an engine is being driven to its absolute limit, you cannot expect an improvement in fuel consumption. Also as our Fuel Treatments usually result in a horsepower increase, if this additional horsepower is used, then the fuel economy improvement may not be as great as if the same horsepower range applied.
If an engine is at the end of its life, an improvement may not be possible. Referring to the Pro-Ma MBL, Metal Based Lubricants, the same applies. Do not overdose, and give the products time to do their job. These are also designed as long-term preventative maintenance products. If a Doctor prescribes a course of tablets covering a four-week period, you are not going to get the desired results if you take the lot today. You might not be here to tell the story!
Be particularly careful not to overdose tractor gearboxes, where a common fluid is used for the hydraulic systems. The correct dosage is that which applies to the hydraulic system, which is only a fraction of that applicable to that of a gearbox without hydraulic oil commonality.
Many cars have recently been using friction-modified multi-grade oils, and are experiencing oil consumption from cylinder glazing. The Pro-Ma METAL BASED LUBRICANT is often a great assistance in this respect, but don’t expect it to correct the problem overnight.
In Australia, there have been recent changes to oil specifications with a reduction in the phosphorus and zinc levels in oils. These have been introduced in view of the larger number of unleaded engines on the road. There has also been a swing away from the chemical friction modified oils.
These changes in oil specifications makes it difficult to compare current and previous oil consumptions, as oil specifications have changed, and you are not comparing the same material.
Our Products have been marketed successfully in a number of Countries for periods up to and beyond 40 years, and they have proven their worth.
Article by Pro-ma Performance Products Consulting Engineer
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