Pro-Ma Performance Products

Pro-ma DT5, (diesel fuel treatment) Water and Diesel Fuel Lubricity

2010-11-05T23:06:00.000-07:00

Pro-ma DT5, (diesel fuel treatment) Water and Diesel Fuel Lubricity

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.

Lubricity

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.

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New Miracle “Mix-I-Go” Hydro Fuel Treat Manufactured at Bell Laboratories

2009-12-24T00:35:00.000-08:00

(History of the origins of the 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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Ethanol - Oxygenated Fuel

2009-12-15T21:42:00.000-08:00

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.

Saul Goodman:
www.fueloiltreatments.com.au

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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.

Advantages

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.

Disadvantages

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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Pro-Ma GT5 Treatment & MBL8 Testimonial

2009-11-24T22:00:00.000-08:00

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.

Yours truly,

Debbie Welder
Sherwood Park, Alberta, Canada

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Modern Engine Management Systems & Pro-Ma Performance Products

2009-11-12T21:13:00.000-08:00

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 (H_2S). 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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Noisy lifters solved with Pro-Ma MBL Oil additives!

2009-11-05T22:44:00.000-08:00

Two recent testimonials from satisfied clients:

TESTIMONIAL 1#

“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.”

John Portelli
(Automotive Mechanic – Sydney)

TESTIMONIAL 2#

“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.

Thanks Saul!”

Deano Maling
Malaysia

TESTIMONIAL 3#

"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!"

Johan
(South Africa)

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Application of Pro-Ma MBL Grease

2009-11-05T19:12:00.000-08:00

Thoroughly clean all parts before applying the Pro-Ma MBL Grease. Do not mix the MBL GREASE with another grease as you do not know what compatibility problems may rise. This applies particularly to clay-base high temperature grease for disc brake wheel bearings.

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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Grease & Greasing

2009-11-03T21:44:00.000-08:00

Grease plays a very important part in the lubrication of vehicles, machinery, and equipment. It performs a very different function from oil, which is normally circulation rapidly throughout the specific mechanism. Grease usually remains in a particular area, and is retained there by the shape of the housing, seals, or by its natural tenacity.

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

To order Pro-Ma MBL Grease,
Please click here.

Diesel Treatment VS. New Oil Company Additives - How Do They Compare?

2009-11-01T21:41:00.000-08:00

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.

Pro-ma Performance Products - DIESEL TREATMENT

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

Do Pro-Ma Performance Products work every time?

2009-10-22T22:29:00.000-07:00

Do the products work every time? I believe they do! “How is it then that customer A says he has not received the expected benefit after using the product?”

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

To order or make an inquiry,
visit: www.fueloiltreatments.com.au

Achieve fantastic results with Pro-Ma MBL8 Oil Additive!

2009-10-19T01:00:00.000-07:00

Recently when I had my Mazda serviced, I asked the service department the last litre of oil to be given to me in an oil bottle, the dealership manager asked why and what was I doing? I was back at the dealership about 2 days later for other reasons and he noticed how quiet my vehicle was and again asked for details.

Consequently, I’ve emailed him with the product name and that of Pro-Ma Performance Products.

I’ve been buying Pro-Ma MBL8 oil additive for many years with great results. My use started in the late 1970’s or early1980’s with a Falcon that developed sticky hydraulic lifters. One treatment fixed the problem and allowed me to avoid having the head removed at considerable expense.

I’ve continued to use the product in many applications from petrol engined vehicles, stationary engines, a 4 stroke lawn mower, a BMW R1150 motorcycle and of course, my diesel Mazda BT50. Just for interest, I still have a 1982 Honda 5 hp mower that starts and runs very well and was used to mow a half acre block for almost 20 years.

Ross Ward

Yarra Glen, Vic

Water Control in Fuel Systems

2009-10-19T00:50:00.000-07:00

Water is essential to human life, but it can be very destructive in fuel tanks and fuel systems. How does it get there in the first place? Condensation can occur whenever there is a 4°C, or 7°F variation in ambient temperature.

Whenever you operate your vehicle or machinery, heat from the radiator, engine and drive train pass under the fuel tank raising it close to engine temperature.

In the case of fuel injected petrol engines, and diesel engines in truck, industrial or marine application, fuel which is returned to the fuel tank is used to cool the injectors. This in turn exchanges the heat to the fuel tank.

The same applies to motor cycles, mowers, outboard engines etc. Which transmit to fuel tanks during operation, and during the “hot soak” period. This also aggravates fuel loss through evaporation.

Whenever these fuel systems cool down after use, and whenever fuel is consumed or dispensed from a fuel tank, atmospheric air enters the tank through its breather. This applies even in the case of pressurized fuel systems as they incorporate a vacuum valve in the filler cap. This air contains moisture which varies according to the relative humidity.

This water settles on the bottom of the tank as it has a higher specific gravity than that of the fuel here it can cause rust, corrosion and sludge. It can cause the same conditions in fuel lines, fuel pumps, injection pumps and carburetors. It can also cause carburetor icing and fuel line freezing under suitable atmospheric conditions.

One drop of water has sufficient surface tension to block carburetor jets. Additional water can cause corrosion of the diecast carburetor and components resulting in whitish deposit which can block jets, jam accelerator pump, and cause flooding.

With diesel injectors small quantities of water can erode the injector holes, whilst larger quantities can result in injector pump damage and broken nozzles.

Water is often used to hydrate the fuel at the refineries, particularly as they are now trying to extract as much fuel from the crude as possible. This also results in a higher wax content in the fuel. I will discuss that subject separately.

When bulk fuel is loaded and unloaded at refineries and bulk terminals, the lines are usually flushed out with water, often salt water.

Sometimes it takes up to three weeks for this water to settle into the bottom of storage tanks.
You can imagine what is included with the fuel if it is drawn off whilst salt water is still in suspension!

Bulk Storage and Service Station Tanks also use water to provide a sedimentation layer, and to bring the bottom level of the fuel close to the delivery line. These tanks are supposed to be checked weekly with a water-sensitive paste to determine the water level and to signal the necessity to reduce the level if it is above certain point.

It is not uncommon to receive diesel fuel containing up to 3% water by volume. Some rotary type injection pumps will seize when the water content reaches 5%.

Do not store fuel for long periods if possible. Stale fuel can contain gums and varnishes which result in valve and carburetor parts sticking. The lighter fractions of the fuel evaporate off leaving the heavier ends which result in hard starting, slow warm-up etc. stale fuel has a distinct smell similar to that of varnish.

Drum fuel should be stored under cover if possible with the bungs at the 9 o’clock and 3 o’clock positions. Te drum should also be tilted so that the top will not retain water, and allow water to be retained near the bungs.

For an overhead fuel tank, the tank should be kept as full as possible to minimize condensation, and the sludge cock should be opened weekly to ensure that any water and sludge do not accumulate in the bottom of the tank.

We have looked at how water can get into the fuel system and some of the problems that occur as a result of its presence.

Water exists naturally in four basic forms:

Free water, in solid form as in pools, lakes and the ocean.
Raindrops.
Mist or fog. The droplets are so fine they are able to remain suspended in the air.
Microscopic particles so small their diameter is less than the wavelength of light.

You are all familiar with the first three forms. As the fourth form is invisible, some people have difficulty grasping the reality. Wherever you are reading this article, there is humidity present in the room, but it is invisible. turn on an air conditioner, and watch the humidity that is condensed to the drop size and you will be amazed at the amount of water present in the atmosphere as it condenses on the fins of the air conditioner as the air exchanges some of its heat to the fins.

I have heard many people say there is no water present in that fuel, or that oil because they can’t see it, and it does not look emulsified. When it is visibly present in oil, for instance, there can be at least 10% by volume. If water is visible in fuel, you have a major problem, because there will be more that you cannot see. If visible water is present, then drain op pump out as much as possible. Previous practice was then to add a quantity of methylated spirits (alcohol) to absorb the remaining water. Unfortunately the addition of alcohol creates an emulsion, but does not break the surface tension of the water, so it can still block jets. The alcohol is also hygroscopic. It absorbs additional water from the air. Should any alcohol be left in the fuel tank, it will travel through with the fuel, tending to dissolve any rubber or neoprene components in the system, and dilute the cylinder lubricant, and absorb more water from the air.

The best procedure after draining the water, is to treat the petrol tank with PRO-MA PERFORMANCE PETROL TREATMENT. This will break the surface tension of the water to less than one micron in size. One micron is one millionth of a metre, or .00004 of an inch. This is about 1/100 the diameter of an average human hair! In this form the water will be able to pass harmlessly through the fuel system, and be disposed of through the exhaust as steam.

PRO-MA PERFORMANCE PETROL TREATMENT will absorb conservatively six times its own volume of water. The upper cylinder lubricant will assist in preventing corrosion. About 10% will be held in suspension, whilst the remainder will drop to the bottom, but with its surface tension broken. In a diesel fuel system water provides an even bigger problem. Diesel fuel/distillate can contain microbiological organisms from the crude oil. It can also become contaminated with marine organisms during shipping and transfer to bulk terminals. These organisms, which live in the water, feed on the diesel/water interface and can multiply rapidly choking fuel filters and causing dangerous and expensive breakdowns. One such organism is Cladisporum Resinae. The spores of this organism can be present in the duel and also present in humid air. This organism can multiply very rapidly in diesel fuel tanks, particularly in boats, choking fuel filters in a very short time.

It can grow one metre/three feet up the sides of a fuel tank in few weeks resulting in continual fuel blockages.These breakdowns can be very dangerous particularly at sea, and I bad weather. I have seen a number of boats wowed back to port, after they have exhausted a carton of fuel filters which became blocked by this fungus. A clean fuel system can soon become contaminated if the bulk supply becomes infected.

With a Diesel Fuel tank if water becomes apparent, drain or pump out all visible water and treat the system with the recommended dosage of PRO-MA PERFORMANCE DIESEL TREATMENT. This will break the surface tension of the water to less than once micron, and it can be slowly and harmlessly removed from the system and disposed of as steam. The remaining water will drop to the bottom of the tank with its surface tension broken, and fuel recirculation and vehicle movement will suspend minute quantities in the fuel for similar disposal.

As with the PETROL TREATMENT, the DIESEL TREATMENT will remove conservatively six times its own volume of water. Any remaining sludge or organisms will be slowly dissolved by the DIESEL TREATMENT and be burnt along with the fuel a number of other Diesel Treatments on the market contain a biocide which can kill the organisms, but the sludge drops to the bottom of the tank and must be removed or it will choke the system.

PRO-MA PERFORMANCE PETROL AND DIESEL TREATMENTS DO NOT CONTAIN BIOCIDES.

Another method is to steam clean the tank. However condensation and removal of the remaining water is a problem. Often it is difficult to remove the sludge, particularly where multiple tanks and difficult access are involved.

The best way you can protect your petrol or diesel fuel system is by the continual use of PRO-MA PERFORMANCE PETROL AND/OR DIESEL TREATMENTS. Their surfactants and solvents will work continuously to control water and other fuel system contaminants to extend component life, and maintain engine efficiency. They usually more than cover their cost in improved fuel economy alone.

Article by Pro-ma Performance Products Consulting Engineer

To order these products and more,
please click here to visit the website.

Research Points to Potential Dangers of Teflon-Based Oil Additives

2009-10-07T00:16:00.000-07:00

When Teflon-based oil additives were put on the market in the 1970’s, they were hailed as “magic elixirs” for motor oil. Teflon-based oil additives combine PTFE (polytetraflouroethylene) and Teflon in a carrier fluid of conventional motor oil.

Manufacturers of these additives claim that it coats the internal engine mechanical components with PTFE and lasts for up to 50,000 miles. Other Teflon-based oil additives make similar claims to reduce engine wear, increase fuel economy, and cut oil consumption.

Recently, however, a growing number of experts in the automotive industry have begun to speak out about these additives. General Motors has issued an internal bulletin to its dealers warning against the use of Teflon-based oil additives in GM engines. In the bulletin, GM warns about the problems with accelerated engine wear after the use of PTFE oil additives.

DuPont, maker of Teflon, formally announced that it would discontinue selling Teflon powder to companies using it to fortify oil. DuPont has reviewed extensive research by its own scientists as well as others and concluded that Teflon is not useful in oil additives. Two major airplane manufacturers, Avco Lycoming and Teledyne Continental, came up with the same findings. “We’ve tried every additive, and for the most part, they’re worthless.” A number of research studies have also found that Teflon-based additives add no benefit and in many cases, actually harm engines.

The NASA Lewis Research Center found. “In types of bearing-surface contact we have looked at, we have seen no benefit. In some cases, we have seen detrimental effects.” North Dakota State Lab states.” The theory sounds good, the only problem is, the products don’t work.” A University of Utah study found that there was a pressure drop across the oil filter after using Teflon additives. The Department of the Army recently issued a memorandum strongly recommending that these lubricants not be used in military administrative or combat/tactical fleets.

In addition, many consumers have reported the problems they have experienced as a result of putting a Teflon-based oil additive in their engines. These customers claim that Teflon-based additives;

-Plug up oil filters, depriving the engine of clean oil.
-Plug up oil passages, leading to piston wall scuffing.
-Burn in the combustion chamber, causing formation of hydrofluoric acid which corrodes the exhaust system and is harmful to the environment.

According to Nutz & Boltz, an automotive consumer magazine, Teflon powder doesn’t coat anything unless it is chemically bonded to metal. Even if it were possible to make PTFE stick to internal parts, it would be scraped off by the motion of the piston rings against the cylinder walls, similar to a metal spatula scraping a Teflon pan.

Based upon this information and the serious questions it raises, QSML discontinued carrying Teflon-based oil additives in all company stores on May 1. In addition, use of any additive, including Teflon-based additives void the Quaker State 250,000 mile warranty. Because Quaker State runs its oil through required engine tests for API service designation, adding any substance to the oil requires engine testing to maintain the license. Placing additives to other manufacturers oil may void their warranties as well.

If you would like copies of the Nutz & Boltz articles which cite all of this research, contact John Schnelle at the corporate office.

For a safe, efficient, government-approved alternative
to Teflon-based oil additives, please visit
Pro-Ma Fuel and Oil Additives

Teflon-Based Oil Additives - Not the Good Oil

2009-10-07T00:14:00.001-07:00

GW of Waterford, Qld, complains that a Teflon-based oil additive failed to live up to its advertising claims when an oil filter seal failed and the family car lost its oil over a distance of 6 km. According to Teflon-based oil additive sales literature, engines treated with the Teflon-based oil additive have been driven without oil in the engine at speeds up to 100 km/h over distances up to 1031 km without significant damage. However, GW’s car is making expensive noises after the comparatively short distance without oil.

The damage must be primarily blamed on the oil filter but oil additives containing PTFE (polytertatluorethylence) are not recommended by car manufacturer of PTFE, Du Pont, whose trade name ‘Teflon’ has become generic, has never condorsed the use of Teflon as an oil additive.

CHOICE hasn’t tested this particular Teflon-based oil additive or any similar product but a European consumer organization found none of the claimed fuel-saving effects during comprehensive laboratory tests.

Some motorists may assume the internal friction in the engine has been reduced by the PTFE additive because the engine idling speed increases slightly. However, this is because some of these additives use thin base oil or kerosene as a solvent and the thinner oil may allow the engine to speed up a little.

For a safe, efficient, government-approved alternative
to Teflon-based oil additives, please visit
Pro-Ma Fuel and Oil Additives

The Great Problem Solver - Pro-Ma MBL8

2009-09-24T21:41:00.000-07:00

How many times have you been to a business customer and asked whether they have any problems with their fleet, where our products can be of assistance? The usual answer is NO! Before long, you will find that the correct answer is Yes!

Unless you understand how our products work and the basic ingredients and benefits, you may not be able to assist them and achieve a sale.

Our Metal Based Lubricants have stood the test of time and have been in the world market place for more than 30 years and 20 years in Australia and New Zealand.

Currently, our range consists of Pro-Ma MBL8 Concentrated Oil Additive, Pro-Ma MBL Pre-Mix, Pro-Ma MBL Grease and Pro-Ma MBL a Spray. This article deals primarily with MBL-8 Concentrate.

Pro-Ma MBL8 is based on micro-metallic particles of copper and lead. These particles range from 1-10 microns in diameter, (1-10 millionths of a metre), (4-40 100,000ths of an inch).

As a comparison, a strand of the highest quality rabbit fur is about 13 microns in diameter and merino wool averages between 19 and 29 microns.

Most genuine engine oil filters screen between 15 and 50 microns, so you can see that the micro metallic particles in Pro-Ma MBL8 will pass through freely. Oil filters that screen below 10 microns can remover some of the silicone anti-foam ingredients in engine oil.

The remaining six ingredients are:

· An anti-friction agent
· A particle suspension agent
· An anti-corrosion agent
· An anti-foam agent
· An anti-oxidant
· A dispersant

The anti-friction component reduces friction, helps reduce heat, noise and wear and improves fuel economy.

The particle suspension agent helps hold the micro metallic particles in suspension in the oil. As they circulate with the oil, they can help clean the oil ways and be available to plate into wearing surfaces that are under load.

These particles, especially the copper particles, are capable of maintaining the engine, manual transmission, differential, power steering pump or hydraulic system, operating at a lower temperature by assisting in transferring heat from the components to the cooling system or the outside air.

One of the major detriments to oil quality and life is oxidation form heat. As the copper particles in Pro-Ma MBL8 are capable of reducing oil temperature, so they are able to maintain oil viscosity for a longer period in helping to reduce oil oxidation. It also contains anti-oxidant to assist in this regard.

Whilst Pro-Ma MBL8 Concentrate can maintain oil quality for a longer period, you should not recommend extending oil change intervals, as many of the components in engine oil become depleted by combustion deposits and fuel dilution. Regular oil change intervals recommended by the manufacturer should be applied.

Engine oil is alkaline when new, to neutralize the acidity resulting from sulphurous and sulphuric acids formed during the combustion process. Now that the sulphur content in fuels is reduced, you will have noticed oil companies and manufacturers quoting extended oil change intervals, particularly when synthetic engine oils are used. Pro-Ma MBL8's anticorrosive ingredient also assists in this regard.

Many manufacturers do not currently recommend oil changes to manual transmissions, differentials, transfer cases or hydraulic systems, unless the fluid has become contaminated or the unit is being repaired.

The anti-foam agent helps to maintain the lubricant’s fluid strength. Once oil foams, its load carrying capacity becomes reduced and in hydraulic systems foaming can cause noisy and erratic operation.

The dispersant in Pro-Ma MBL8 Concentrate helps to hold the sludge cleaned from the engine’s interior components in suspension until it can be drained away. You will be amazed at how clean an engine is internally after it has been operated for some time when MBL8 Concentrate has been added to the engine oil. This is why we recommend d oil an filter change in engines after about 2,000 kilometres of operation, where they have operated 80,000 kilometres or equivalent engine hours, without Pro-Ma MBL8 concentrate.

In Summary:

Pro-Ma Performance Products MBL8 Concentrate has proved very beneficial in solving proves with vehicles and machinery by:

· Reducing heat and noise in components and hydraulics
· Eliminating hydraulic tappet rattle, where fitted
· Improving piston ring sealing, where piston rings are stuck
· Restoring compression for the same reason
· Maintaining oil quality for a longer period
· Plating into minor worn or scarred areas
· Improving horsepower and fuel economy
· Reducing exhaust emissions

Article by Pro-ma Performance Products Consulting Engineer

To order this product,
please visit www.fueloiltreatments.com.au

Pro-Ma Petrol Treatment, Diesel Treatment and MBL8 Oil Additive

2009-09-08T21:47:00.000-07:00

Pro-Ma Performance Products have been incorporated in my regular day-to-day service procedure for over six years.

I first came to know about Pro-Ma Performance Products from a friend of mine who used to rebuild Briggs & Stratton ride-on mower engines. Occasionally a motor would slow up in revs as it would start to heat up. He would stop and change the engine oil, as well as adding the Pro-Ma MBL8 Oil Additive. Straight away the engine would come up to speed and I attribute this to the lubricating properties of the Pro-Ma MBL8.

I have been using the Pro-Ma MBL8 for 6 years in my wife's car (1990 Camry Wagon). With the Pro-Ma MBL8 added over a 6 month period, this engine does not need oil top ups between changes. Pro-Ma PT5 is also used in petrol in the Camry, and my wife tells me that her fuel consumption has dropped by about 20.00 dollars per week.

I have a new Mahindra Pick-Up Dual Cab that has only 20.000 km on the clock. I have been using the Pro-Ma DT5 Diesel Conditioner in my fuel and I also have noticed a drop in fuel consumption. Easier starting, and smoother power on acceleration. Also, when idling the sterning wheel use to vibrate but now with the addition of Pro-Ma DT5 the vibration has just about vanished. As time progresses I will be trying all of the Pro-Ma Performances Products, and the Pro-Ma Petrol and Diesel Treatments, and MBL8 will continue be a on-going part of my maintenance program for both my vehicle and my wife's wagon.

This product really works and in the long run saves on mechanical bills and parts repair.

David Hughes,

Mylestom,
New South Wales

To order these products, please visit
www.FuelOilTreatments.com.au

Pro-Ma Maxi Sheen

2009-09-08T21:30:00.000-07:00

Pro-Ma Performance Products Maxi Sheen was developed by the Company’s Chief Chemist, Les Hill over a four year period, which included field testing in North Queensland and New Zealand.

It is a Silicone based product with UV-A, UV-B and UV-C ULTRA-VIOLET radiation protection.

Maxi Sheen contains three silicons which function as follows:

The first silicone provides durability and UV protection. Slow drying humectants provide good bonding and durability. The coating does not easily wash off, and is effective for a long time.

Maxi Sheen minimizes drying and cracking of vinyl surfaces, restores most surfaces and protects them.

Slow drying is also important for the correct level of gloss. Full gloss on dash panels could cause annoying and dangerous reflections in windscreens.

Do not spray Maxi Sheen on a windscreen. If it is accidentally applied, remove with a butyl-alcohol solvent such as “Windex”.

Maxi Sheen dose not cause the “vinyl fog” that can build up on the inside of a windscreen when a car is parked in hot sun with windows wound up.

One of the silicone emulsions aids in spreadability. Spray a small quantity onto a clean cloth and apply as directed.

Maxi Sheen is an odourless, non-hazardous, non-flam-male, non-toxic Silicone Emulsion which is superb for application to vinyl dash and vinyl trim, protection mouldings, rubber, sealed wood and leather, laminated surfaces, fiberglass, sliding glass tracks sliding window and door mechanism.

Use these superb products to rejuvenate and protect your vehicles, furniture and office equipment.

Article by Pro-ma Performance Products Consulting Engineer

To order the Pro-Ma Maxi Sheen,
please click here!

Pro-Ma Maxi Dri-Kleen Waterless Carwash

2009-09-08T21:06:00.000-07:00

This Product is a spray on–wipe off cleaner and silicon wax with residual anti-static properties.

Pro-Ma Performance Products Maxi Dri-Kleen Waterless Car Wash was developed in Europe during the 1980’s as a product to clean cars without the use of water. This resulted from water shortages, and restrictions on hire Cars being washed at Airports. We have demonstrated the ability to clean moderately soiled cars on Hotel carpets, without affecting the carpet!

Maxi Dri-Kleen is biodegradeable, non-pollutant, non-corrosive, non combustible, non-abrasive, phosphate free and concentrated. It is a fast, convenient and economical way to clean, wax and protect paint, glass, chrome and plastic surfaces.

The dirt layer is infiltrated by the product allowing easy removal. Maxi Dri-Kleen cannot scratch the surface. Change the cloths when they become soiled. They can easily be washed and re-used.

If the surface has become oxidized, clean with Pro-Ma Maxi Shine (in Australia and New Zealand), or a mild polish before applying Maxi Dri-Kleen.

Laboratory Testing by the Institute of Paints and Varnishes in Geesing, West Germany, has confirmed that its application to glass has no effect on opacity or visibility.

The surface will have become coated with a very fine layer of silicon wax which will not attract dust and will remain effective for six to eight weeks.

DIRECTIONS

One 300ml pump spray bottle treats 6-10 cars.

Press the pump plunger firmly to spray a fine mist onto a cool, dry panel approximately a square metre (Yard) at a time. Wipe gently with a porous cloth whilst wet, and polish gently with an absorbent cloth.

But don't just take my word for it...

"The Pro-Ma Maxi Dri-Kleen Waterless Car Wash is actually very good. The weekend before last I gave the car a water-based wash and then used the Pro-Ma Maxi-Kleen Waterless Car Wash as a finisher. It has been fantastic since then - dirt, bird poo, etc. just slides off with a quick wipe leaving a well polished surface. So it looks set to save both money and time! I am very happy and plan to keep using it on my Skyline!"

Article by Pro-ma Performance Products Consulting Engineer

To order the Maxi Dri-Kleen,
from Pro-Ma Performance Products
please click here!

Pro-Ma ONE SHOT Power Boost

2009-09-08T20:38:00.000-07:00

Pro-Ma Performance Products One Shot Fuel System Cleaner has been scientifically enhanced to deliver a positive, immediate boost in power to your car. Maximizing fuel efficiency while minimizing harmful emissions, this sensational one application fuel treatment even extends your engine's component life while driving!

One Shot breakthrough technology...

Restores lost power
Improves fuel economy
Prevents spark plug fouling
Reduces or eliminates engine knock
Reduces or eliminates engine run-on

For unleaded and lead replacement petrol, turbo changed, fuel injected carburretted 2 and 4 stroke engines.

Pro-ma ONE SHOT...
You Will Positively Feel The Difference!

To order the Pro-Ma One Shot,
please click here.

Getting The Best Results From Your Oil

2009-09-06T02:35:00.000-07:00

Most of you will have heard the saying “oils ain’t oils!”. This is more true today than ever before. What they are trying to say is that all oils are not the same. Whilst this is an advertising gimmick to infer that one brand of oil is better than others, basically there is not a lot of difference between oils that have to meet an American or Australian Petroleum Institute Specification.

Where the important difference lies is in the specification or rating for the oil. The API have set out specifications for oils for Petrol and Diesel engines to meet Manufactures’ Warranty requirements to keep pace with the changing demands in fuel and oil Technology. These API specifications are detailed in the Performance Products Data Sheets.

The API Service Classifications commenced from the 1940’s and are currently rated from, SA to SG for Petrol engines (SG being the highest specification) and from CA to CE for Diesel Engines (CE being the highest specification) Whilst many engines will operate satisfactorily on the earlier classification oils, it is important to use to Manufacturer’s recommendation as a minimum specification, and the latest API Specification for any engine fitted with emission control equipment.

Lean burn combustion systems, which are designed to meet current reduced exhaust emission levels are considered to be a contributing cause to a recent epidemic of potentially damaging black sludge in engines.

This has become one of the most significant problems to confront engine designers and Oil Companies during the past 20 years. A recent article in Car Magazine says that it is formed by nitrogen fixation of the carbon constituents in the lubricant.

The black sludge is a heavy tar-like deposit which forms in cooler parts of the engine where lubricant and oil mist become trapped. It is not mobile and can build up rapidly into heavy deposits which eventually clog oil strainers and filters, cutting off lubrication to vital engine parts.

The deposits become to thick that a screwdriver can be stood up vertically in the sludge!

According to the report even some SF oils come out quite badly in respect of black sludge deposits.

Investigation has shown that it is affected by fuel quality, the reduced tendency for modern engines not to use oil, with consequent additive depletion, extended oil change periods, short journeys, and low specification oil. The problem has only occurred with the reduction of lead additives to fuel, and using lean burn mixtures to comply with lower HC and CO emission controls.

The American Petroleum Institute introduced the SG/CD Classification in response to these problems.

What can you do to minimize the effect of the above conditions?

1. Ensure you use the highest specification oil: SG for Petrol engines, and CD or CE oil for Diesel engines.

2. Do not extend oil change intervals, particularly in short run and /or cold climate or humid operating condition.

3. Do not store oil for long periods. Oil additives can settle, stratify or migrate to the sides and bottom of containers Preferably buy oil only when you need it, and keep reserves to a minimum.

4. When adding the Pro-Ma MBL8 Oil Concentrate to engines more than two years old, or with more than 50,000 kilometres/30,000 miles on the odometer, it is prudent to recommend an oil and filter change after 1,000 kilometres of operation in case there has been an accumulation of black sludge.

SG/CD and CE Oils and the Pro-Ma MBL Oil additive can progressively remove this contaminant from its location. Oil pressure gauges and warning lights should be frequently monitored during this brief period and immediate action be taken should any abnormality become apparent.

With most engines it is possible to inspect the inside of the value chamber by removing the oil filler cap, and checking with the aid of a torch. If inspection shows the engine to be badly sludged, then the appropriate action can be taken.

The Pro-Ma MBL8 Oil additive cannot rectify broken components, or repair parts that have reached the end of their working life. However if it is used correctly it can reduce engine wear and extend the useful life of moderately worn components and maintain internal engine cleanliness.

Article by Pro-ma Performance Products Consulting Engineer

To order this products,

please click here.

How cold weather affects your vehicle or machinery

2009-09-02T01:11:00.000-07:00

These articles are designed to provide information and training covering our unique range of Pro-Ma Performance Products, particularly for Distributors with limited technical knowledge.

Benefits from using metal based lubricant in an engine:

As the ambient temperature drops, engine oil becomes more viscous, placing a heavier load on the starter motor and the battery. Oil companies add pour point depressants to help reduce this thickening. Pro-Ma MBL also helps to restore compression loss thus improving starting.

As the copper particles are excellent heat conductors, they assist in a more even engine warm-up, and at engine operating temperature help with heat transfer from the piston crown and ring area resulting in cooler operation in these critical areas.

Pro-Ma MBL Grease has an operating range down to -18°C (-32°F). This is more than adequate for most Australian, New Zealand and America conditions.

Pro-Ma Petrol Treatment Benefits:

When Pro-Ma Petrol Treatment is added to petrol it lowers the flash point to 42.8°C (109°F) Tag closed cup, resulting in easier ignition. This is still above safety requirements, so no special precautions are necessary. When the ambient temperature drops below 8°C (47°F) with high humidity, icing can occur around the throttle plate/s.

This can cause dangerous stalling in traffic before the engine reaches normal operating temperature. Addition of Pro-Ma Petrol Treatment usually prevents this occurring, and improves warm-up drive away quality.

Pro-Ma Diesel Treatment Benefits:

Diesel fuel contains varying quantities of wax in solution. When the ambient temperature drops below freezing, the wax commences to solidify in crystal form and appears as a whitish cloud near the bottom of the container.

The temperature at which these crystals commence to form is referred to as the “CLOUD POINT”. Below this temperature the max will commence to clog fuel filters, eventually choking the fuel supply.

The “POUR POINT” is the temperature at which the wax laden fuel will barely flow. It solidifies a few degrees blow this point. Tests using Pro-Ma Diesel Treatment showed that its cold flow improver reduced the pour point in three separate fuels by 11°C to 17°C.

The results varied according to the percentage of paraffin or Kerosene in the fuel. In all weathers, particularly cold, usage of the performance package of Pro-Ma Diesel Treatment and Pro-Ma MBL for petrol engines, and Pro-Ma Diesel Treatment for diesel engines provides a very significant benefit.

Article by Pro-ma Performance Products Consulting Engineer

To order these fantastic products,
please click here.

The Adverse Effects Of Water On Motor Vehicles

2009-08-30T19:15:00.000-07:00

Normal supplies of fuel from oil refineries can contain up to three percent water in solution. In wet weather this can increase due to condensation in bulk tanks. Fuel can contain up to ten percent in solution before I becomes visible as a separate solution. Whilst the droplets remain below the wavelength of light, they will not reflect light and so are not visible.

Service station tanks also generally contain water to bring the level of the fuel close to the bottom of the pump pick-up pipe. This also allows an area where water can settle out of solution, and other foreign matter can collect. In some cases fuel must be allowed to settle for up to three weeks after being pumped from a tanker to a shore installation. The lines are often flushed with water between each different batch of leaded, unleaded petrol/gasoline, distillate etc. It should be standard practice for a service station to check the level of water in their underground tanks with a dipstick coated with a paste that is water sensitive, and pump out excess water.

What happens when this fuel and moisture enters the fuel tank of your vehicle or machinery? Fuel tanks rust, and die-cast metals develop a white paste or powder in the presence of water. Also condensation builds up in fuel tanks when humid air replaces fuel that is consumed. Condensation also builds up in conjunction with a temperature change of 4°C or 7°F. Fuel tanks heat up from air passing over engine, transmission and differentials, or in the case of diesel or fuel injected engines from hot returned fuel.

How do we get rid of the water that accumulates in fuel systems? An earlier practice was to add methylated spirits to emulsify the water. However this does not break down the surface tension of the water, and it also pulls more water out of the atmosphere as it is anhydrous. Obviously the best way is to add the Pro-Ma PT5 Petrol Treatment at each tank fill. This product will break down the surface tension of the water and allow it to be disposed of slowly through the exhaust system as steam.

If you have more water than the Petrol Treatment or the diesel treatment (for Diesel engines can treat up to 8 times as much water as Fuel Treatment), then drain or pump the water and fuel out and fill with fresh fuel and Pro-Ma Petrol Treatment or Pro-Ma Diesel Treatment to remove the last vestiges of water. For motor mower and line trimmer fuel tanks, I always strain the fuel through a funnel with a 100 mesh strainer. This will not allow water through, and it is amazing how much dirt and foreign matter is collected from apparently clean fuel.

One Oil Company used to advertise ”NICE CLEAN FUEL”. The inference was that other fuel may not be clean! If you have a Diesel truck or tractor, or a fuel injected car, fill the tank at the end of the day, and keep the tank as full as possible. This way there is less likelihood of picking up foreign matter from the bottom of the tank and there is less surface area for evaporation which can be as high as 10%! The upper cylinder lubricant in the Pro-Ma PT5 Petrol Treatment will help to protect the metal components from corrosion.

Whilst we are talking about fuel injected and also unleaded vehicles, I have had a number of queries as to how you displace the spring-loaded flap in the filler neck of an unleaded fuel tank. You don’t have to! Add the correct quantity of Petrol Treatment to the filler neck when the cap is removed, then insert the petrol filler hose nozzle. This will open the flap and allow the Petrol Treatment into the tank before the fuel, and ensure thorough mixing. Any that may remain will drain through the vent hole into the tank. There is no need to use screwdrivers or any other tool to get the Pro-Ma Petrol Treatment into the tank!

The most common complaint in wet conditions is that the engine won’t start! In almost every case this is due to dirt or oily residue on electrical and ignition components. We used to demonstrate that we could throw a bucket of water or turn a fire hose on a clean engine, and it would start every time. However keeping an engine clean, particularly the ignition system is the last thing people want to do.

Consider the situation where a Distributor has been conducting a Clinic at night and it has been raining heavily. If the car won’t start or stops on the way home through water ingress, you can really put yourself at risk. Generally all that is necessary is to wipe the spark plug leads and distributor with a clean rag or with a rag dampened with household detergent every few months. Take care not to dislodge any wiring, and wipe dry. Do not use steam cleaners, or high pressure hoses on engine electrical wiring or components.

Modern ignition systems operate on voltages up to 50,000 volts+ so they are readily susceptible to electrical tracking over dust and moisture. Do not drive through water more than 150mm (six inches) deep if you can avoid doing so, or you have a vehicle specially equipped to do so.

Most vehicles are fitted with at least a pair of disc brakes, and a high temperature clay based or bentonite grease is specified for non-driving wheel bearings. A small quantity of water will break down clay based grease and result in premature bearing failure. When you drive a car into deep water and the gearbox and differential are at operating temperature, the sudden chilling effect can result in water being drawn in through breathers ad past seals. Water entering through an air cleaner in significant quantities can destroy an engine. If you have no option but to drive through deep water, check engine, gearbox, differential and wheel bearings for water ingress and replace fluids and lubricants as soon as possible.

Do not remove the master cylinder reservoir cap in wet weather or humid weather except in emergencies. Most reservoirs are now transparent to eliminate the need to do this. The boiling point of the brake fluid drops significantly in contact with humid air. Brake fluid is more anhydrous than silica gel!

Use the Pro-Ma Petrol Treatment or Pro-Ma Diesel Treatment continuously as appropriate and enjoy the improved performance, reliability and economy that result and keep the engine of your car clean for safe and happy motoring.

Article by Pro-ma Performance Products Consulting Engineer

To order these products, and more,

please click here.

Bore Polishing, Cylinder Glazing

2009-08-25T23:05:00.000-07:00

This is a subject that is not clearly understood even by people who have been in the Motor Industry for decades.

Both names are used to refer to the polishing or glazing effect that occurs in internal combustion engine cylinders under certain conditions.

Common symptoms of cylinder glazing are the loss of compression seal (which can contribute to more difficult starting) increased compression blow-by, and increased oil consumption.

In extreme cases it is necessary to dismantle the engine, restore the correct cross-hatch hone pattern to the cylinders, fit new piston rings, and adopt the correct bedding in procedure for the new parts.

CAUSES:

The most common cause is the polishing effect resulting from the hard carbon and other combustion chamber deposits building up on the piston crowns and ring lands, and rubbing on the cylinder walls at high speed.

The cylinder surface becomes very hard and shiny. In engines which have done a lot of work, and exhibit high oil consumption, evidence of blow-by can be seen as brown patches on the polished cylinder walls.

Incorrect running-in procedure. Manufacturers do not run engines in these days, so it is left up to the operator to perform this procedure. The correct method is set out in the vehicle manual.

This applies particularly to diesel engines. They need to be put to moderately heavy work immediately, otherwise cylinder glazing can occur. Long periods of idling also aggravate this condition.

Manufacturers of road graders require low loader delivery as they have found that cylinder glazing can occur with drive delivery.

Cylinder glazing can occur as a result of the polishing effect of the long chain polymers used in modern engine oils as viscosity index improvers, particularly in multi-grade oils.

You will note that oil Companies have eliminated earlier chemical friction modifiers from their engine oil, to lessen the problems which arose with the use of these ingredients.

Whilst the Pro-Ma MBL Oil Concentrate modifies friction, it achieves this primarily as the result of the microscopic copper and lead particles becoming embedded in sliding or rubbing surfaces of machinery. This provides a smooth surface to improve sealing and to reduce, but not eliminate, friction between the metal surfaces.

This is where it is so different in its function from most other additives which are chemically & synthetically formulated.

The Pro-Ma MBL Concentrate does not cause bore polishing or cylinder glazing.

In fact if it has resulted from some of the compounds added to oils, it can often improve the piston ring sealing and heat transfer.

With regular use at each oil change, the Pro-Ma MBL Oil Concentrate has been shown in most instances to reduce oil consumption, and combustion blow-by, unless the engine has suffered mechanical damage, or is worn to the extent that it requires reconditioning or replacement.

MBL Concentrate is a superb product for improving and maintaining engines for long-term efficiency and reliability.

Article by Pro-ma Performance Products Consulting Engineer

To order this product,
please click here.

Protecting Your Investment!

2009-08-24T00:38:00.001-07:00

Recent statistics show that there are 1.7 motor vehicles per family in Australia today and even more in the USA and Canada. At the current market value of vehicles, this represents an investment of many billions of dollars. When it is time to trade or sell our existing vehicle, the external and internal appearance form a significant basis for establishing its market value, reappearancing costs, and its remaining useful life. The steel body panels and sub-frames of new vehicles are treated in Manufacture by a variety of methods to minimize rust and corrosion, and improve paint adhesion.

Current methods include cold and hot-dip galvanizing, phosphoric and chromic acid etching, and electrocoating with bitumastic paint. The interiors of the doors are sometimes sprayed with aluminized wax, and sound-deadener is applied to body panels to reduce drumming. Body panel joints are sealed with polyvinyl chlolide sealer, or bitumastic sealer. Following the application of preservative treatments, bodies are usually sprayed with two prime coats and two or three finish coats. Some manufactures bake the prime and finish coats in ovens, whilst others spray acrylic lacquers and buff the surface to obtain the desired finish.

It is important to protect the exterior finish and interior trim to retain the vehicle’s value. Some Dealers apply a proprietor glaze to retain the “Showroom Shine”.

Paint is not impervious to water penetration. If the paintwork has become soaked with water over a period, water can permeate through to the metal. This can start rust, or humidity blisters can form when the sun breaks through. The water will try to evaporate, but as it can only move through the paintwork slowly, humidity blisters can form between the metal and the paint, or between the coats of paint. Should this occur, allow the water to evaporate slowly, in the shade if possible, and when the blisters have subsided, treat the paintwork with the Pro-Ma MAXI SHINE as this will resist future water penetration.

Preserving Your Vehicle’s Finish

Ultra-violet light from sunlight, and dew are amongst the harmful to a vehicle’s finish. Park the vehicle under cover or shade whenever possible. Industrial fallout, bird and fruit droppings can be detrimental, and should be removed as soon as possible. Household detergents, soap powders, and many Industrial cleaners can have a drastic effect on the finish. Salt spray should be removed as soon as possible to minimize acceleration of rust. Treat rust stains around mouldings and from stone chips as quickly as possible, otherwise expensive rectification will become necessary.

Hose off dirt and mud, being careful to keep as much water as possible from draining into the door interiors.

Place the vehicle out of the sun if possible. Mix the recommended quantity of the Pro-Ma Performance Products MAXI SHINE with approximately 4.5 litres of warm water, and shampoo the entire vehicle, paint, glass, rubber, and plastic with the Pro-Ma MAXISHINE solution and hose off before it dries. Then chamois or wipe dry.

A chamois followed by a dry cotton cloth, or a damp cloth followed by a dry cloth will give an excellent finish.

Tar spots can be removed with kerosene. Industrial fallout can be removed by Oxalic Acid, but this is a job for a Specialist, in view of the corrosive effect of incorrect dosage or prolonged exposure to the acid.

Do not use harsh abrasives on paint, glass or metal, as permanent damage can occur.

The Pro-Ma MAXI SHINE contains an esterified Montan wax, and is derived from Lignite (Brown coal). Unlike other wax finishes, it does not need to be buffed to provide a lustrous shine. It does not provide problems with repainting as is the case with polymer and silicone finishes.

Notice how water beads on the surface, and adheres to the paint! It does not cause windscreens to smear, or wipers to chatter. The Pro-Ma MAXISHINE can be used effectively on paint, rubber, glass, chrome, and interior vinyl surfaces. It is also ideal for refrigerators, washing machines, laminated and timber surfaces, and vinyl flooring.If the paint finish on your vehicle becomes oxidized and dull in time, use a plain mild polish to remove this oxidation, and then treat with the Pro-Ma MAXISHINE.

Article by Pro-ma Performance Products Consulting Engineer

To order this product, and more,
please click here.

How you can help protect our environment

2009-08-17T00:05:00.000-07:00

Environmental issues have become important and highly emotive issues in the Countries with high vehicle density. Unfortunately, radicals and political issues have clouded a sensible approach to the problem, which must concern us all. Motor Vehicles receive most of the blame for atmospheric and noise pollution, although industry in big cities, sewerage and waste disposal, cyclones, storms, bush fires and floods create far greater pollution than Motor Vehicles.

Let's look at the Motor Vehicle and see what pollutes the environment, and what can be done to improve the situation. In Australia 4.5 million motor vehicles convert 23.6 million litres of petrol not only into motive power, but into some 5,700 tonnes of carbon monoxide, 730 tonnes of hydrocarbons, 340 tonnes of nitrous oxides and seven tonnes of lead.

These figures were quoted by the "Readers Digest" a few years ago, so as you can imagine they will be higher now and certainly very much higher in the United States of America.

Carbon monoxide can be fatal in large doses, and in smaller doses causes headaches and damage to the Cardiovascular System. Carbon dioxide is much less harmful and one tree is able to process the carbon dioxide emissions from the one car overnight; releasing oxygen to the atmosphere, and absorbing the carbon for growth.

However, in all my years in the motor industry I have yet to hear an Environmentalist suggesting that our tree population matches our vehicle population! Nitrous oxides are generally released only at highway speeds, and result in respiratory problems in large cities, However, temperature inversions, absence of wind and the geography to retain the gases are necessary to keep the gas in the area. Los Angeles and Brisbane are classical examples.

Unleaded petrol was introduced into the United States, then Australia and more recently, New Zealand, to control lead emission. Vehicles designed to operate on unleaded petrol, feature improved engine design; special engine valves to operate successfully without the cushioning and lubrication that the lead provided. Compression ratios had to be reduced as lead has been the most effective anti-knock compound over the years.

Catalytic Converters containing ceramic substrate lined with Platinum and Rhodium process the unburnt hydrocarbons to carbon dioxide and steam at operating temperature of around 538 C (1,000 F). Until these converters reach operating temperature, or if they cool down, idling or decelerating, then they emit Hydrogen Sulphide which is now recognised as being as dangerous as cyanide. Normal warm-up time is 1.5 minutes, unless the converter is mounted on the exhaust manifold.

What can you do to help?

Starting: Drive off as soon as possible with the minimum choke (if fitted) to prevent stumbling on the acceleration. Open the choke as soon as possible.

Idling: Carbon Monoxide emissions are greatest idling or under acceleration.

Don't rev up your engine unnecessarily. It wastes fuel, pollutes the atmosphere, as well as causing annoyance to others.

Avoid jack rabbit starts and sudden stops. They are costly on fuel, tyres and brakes.

When climbing a hill do not push the accelerator beyond the position where there is no increase in speed. You will only add fuel that the engine cannot burn.

Do not drive above the speed limit for the area. Tyre temperatures, wind pressures and fuel consumption increase out of proportion at speeds above 100km/h or 60mph.

Ensure your exhaust system is correct for the engine and is gas-tight. In Station Wagons, never drive with the tailgate open or down. You could cause a fatality to rear passengers, particularly children.

Use the appropriate PRO-MA PERFORMANCE FUEL AND OIL ADDITIVES continually to help protect the environment.

How do PRO-MA PERFORMANCE PRODUCTS protect our environment?

Our Pro-Ma Petrol Treatment has been shown in the T.A.F.E. College Report to reduce carbon monoxide emissions by 50% in the test engine, unburnt hydrocarbons by 75%, and fuel economy by 13%, with a 10% Horsepower improvement. Improved spark plug cleanliness and durability also reduce pollution.

Our Pro-Ma Diesel Treatment also showed in the same report, a reduction of 30% in exhaust smoke density, a 10% improvement in Horsepower, and a 10.1% reduction in fuel usage in a G.M. 371 Diesel Engine.

Our Pro-Ma MBL Oil Metal Based Lubricant can reduce oil consumption, thus reducing the smoke emission. It can also reduce piston ring blow-by with the same result. The MBL is not a problem when disposing of the used oil. It should be returned to a Service Station or Trade Waste Centre where the copper and lead can be removed by centrifuging and the oil treated for use in Oil-fired furnaces.

Continual use of these products will usually result in a benefit that far outweighs the cost, and you will be helping to protect our precious environment.

By Philip Morcom, Corporate Consulting Engineer for Pro-Ma Systems Group of Companies

To place an order, or for more info,
please visit www.fueloiltreatments.com.au

Pro-Ma Gasoline Treatment impresses Owner of 4 H.P. Briggs and Stratton Lawn Mower

2009-08-10T22:13:00.000-07:00

My family and I have been using the Pro-Ma Gasoline Treatment in our vehicles, MBL spray and the Maxi Sheen for vinyl and rubber items, and the Maxi Dri-Kleen as a waterless car wash and polish. For the past several years I have also operated a Sears carpet cleaning business part time and found nothing would compare to the Pro-Ma Citrus Cleaner for general carpet and furniture cleaning, and spot removal.

However, my latest test for the Gasoline Treatment left even me amazed! I own a Mastercraft lawn mower with a 4 H.P. Briggs and Stratton motor. After last fall, it was stored over our very long, cold winter in the garden shed. I did not drain the fuel but I did have the Pro-Ma Gasoline Treatment in it. This month it was taken out to cut our lawns and without doing anything other than priming the carburettor with the little pump on the side, the motor burst into life with just one pull! I was amazed! It did not miss a beat during the entire lawn cutting episode even when it was shut off to move to the backyard, one pull and it was running again.

This truly indicates to me the quality of the Pro-Ma Gas Treatment's fuel conditioner properties - Good Product!

Another satisfied Customer of Pro-Ma Performance products.

To order these amazing products,
please visit: www.fueloiltreatments.com.au

Why Are Fuel Additives Necessary?

2009-08-10T22:12:00.000-07:00

If they were necessary, surely the oil companies would have included them in the first place. How many times have you been asked this question?

The oil companies do include additives in their fuels and oils to perform specific functions, but they are also vitally interested in meeting competitive costs. A certain additive may be very beneficial to the end product, but if it increases the production cost significantly it will not be used. Unleaded fuel was introduced to this Country with unprecedented promotion by Government and oil companies as the greatest thing since sliced bread.

It has been on the market for seven years in Australia, and field experience has not confirmed the introductory promotion.

Combustion chamber deposits have increased markedly and many generator sets are so heavily carbonated after a few weeks of daily use, that dealers are removing the cylinder head and decarbonising the engine so the set will continue to operate. Fuel injector fouling, earlier blamed on the lead content in Super Fuel, is more prevalent in unleaded engines, particularly in high ambient temperatures.

Oil companies are now advertising their new additives on National Media.

Many companies are introducing fuel injector cleaners to be marketed through their service station outlets. Previously these have only been available through major car dealers.

Obviously there are problems with unleaded fuel in Australia similar to those experienced in U.S.A. over the past 15 years. Some of the fuel system cleaners contain alcohol which can absorb water, but not break it down. It can also dissolve fuel hoses, fuel pump diaphragms, and similar rubber compounds.

Others contain ammonia which can be highly corrosive. All these fuel system cleaners must be handle with extreme care, and put through the system in the shortest possible time to minimise harmful effects. Most are "shotgun" or "desperation" treatments used when engines misfire and run erratically.

Some other fuel additives have been taken off the market as they contain metallic compounds which can poison Catalytic converters costing $300.00 to $1,000.00 to replace.

Now is the time for you to grasp the golden opportunity to enjoy the benefits of the Pro-Ma Performance Products Fuel and Oil Additives that have stood the test of time, and have proven their effectiveness.

Pro-Ma PT5 Petrol Treatment is even more effective in unleaded fuel engines, especially in providing essential valve and valve guide lubrication and controlling combustion chamber deposits. Our products are guaranteed not to harm engines and delicate areas of the fuel system when used as directed.

There is no doubt that the superior fuel and oil additives in the market place today are the Pro-Ma Performance Products.

Article by Pro-ma Performance Products Consulting Engineer

For Sales Enquires,
please visit: www.fueloiltreatments.com.au

Formula 2 Grand Prix Power Boat Winner Endorses Pro-ma Performance Products!

2009-08-02T23:30:00.000-07:00

We are currently campaigning a Formula 2 power boat team in the Australian Formula 2 Grand Prix Series. Overseas this division of boats compete in the UIM Formula 3 Championships.

In today's semi-professional racing circuit, the control of budgets and the use of manpower are critical. The use of Pro-ma Performance Products where applicable has greatly improved our operating costs and reduced our downtime for the boat, trailer and tow vehicle. By using Pro-ma Petrol/Gasoline Treatment, MBL8 Concentrate, MBL Spray, MBL Grease and the Maxi Car Care range, we have found the following:

Improved fuel economy.
Reduced wear of engine, fuel system and hydraulic system components because of water contamination in the fuel system.
Elimination of water contamination in the fuel system.
Improved lubrication of steering and throttle linkages slowing the wear rate.
50% increase in gearbox life.
Virtual elimination of trailer wheel bearing problems.
Fantastic protection to paint finishes on boat, engine and tow vehicles.
Increased visibility and reduction in fogging of cockpit canopy screen, helmet visor in both fresh and salt water.
Improved lap times/boat handling attributable to application of Maxi Dri-Kleen to bottom of hull and lower portion of gearbox.

MAJOR RESULTS FOR 1992/93 SEASON:

2nd Brisbane Formula 2 Grand Prix
1st Mooloolaba Formula 2 Grand Prix
3rd Sydney Formula 2 Grand Prix (tied 2nd-3rd on count back)
2nd Gold Coat Formula 2 Grand Prix
4th 1992/93 Australian Formula 2 Grand Prix Series

I personally endorse the use of Pro-ma Performance Products which allows our team to maintain very demanding schedules, and recommend the Pro-ma Performance Products, Grace Cosmetics and also the Pro-ma Organic Aloe Vera Products as the best in the world.

Signed,
Michael Page

MBL8 Concentrated Oil Additive Testimony

2009-07-24T00:26:00.000-07:00

I have a 1998 Dodge Caravan with 240,000 plus kms that we use as a winter vehicle. Its 3.0 litre V6 runs like a charm - a real powerhouse - except for the fact that it smokes like the chimney of a steel factory!!

The smoke is so bad that:
1. We are always first away from the lights because nobody can see that they have changed!
2. We were beginning to worry that they may pull us off the road for environmental reasons.

I was fortunate enough to buy a low kilometer motor and transmission that we were about to put it in, however we were forced to use the van for a long distance trip before the engine could be changed. For the first time I was hauling my trailer about 1,500 pounds of weight. As we started the van its usual cloud appeared, so I topped off the oil and decided to add a squirt of Pro-Ma MBL8 Oil Additive. I used it in my other vehicles, so what harm could it do?

Fifteen minutes down the road, as we were climbing one of the Elora Road hills, I looked in the rear view mirror and what did I see!! - CARS!! - The ROAD!! What on any other day would be a blue fog behind us, I had a clear view and we were moving along strong with the trailer. After this I don't remember most of the drive. I was too busy looking in the mirrors for the smoke!

After a 250 km drive I did not need to add oil, there was at least 90% reduction in smoke and we completely lost the burnt oil odour. I have since changed the oil and added the proper amount of Pro-Ma MBL8 Concentrated Oil Additive and at this point there is no reason to change the motor, the smoke was my only complaint.

I will continue to watch what happens as we use the van this season. I also need a couple of bottles of Oil Concentrate for my dad and a friend, as they saw the change in the exhaust. I ask myself, why did I not add it before? I thought it was so far gone and I did not want to waste the Pro-Ma MBL Oil Additive!!!

Donald Ashby
Don Ashby New & Used Sidecar Sales

Pro-Ma Products saves customer $36,000 per year

2009-07-19T21:21:00.000-07:00

Armtrans Inc. Transport Calgary

I was introduced to the Pro-Ma Performance Products product in October 1993.

I operate 3 units MACK E-400, Cummings 365 and a CAT 425. My business extended across the country with an average load of 100,000 lb. + I have conducted tests on these products for over a 1 years period; Diesel Treatment, MBL8 Concentrate, MBL Spray and MBL Grease.

Results on the MBL Grease:
On a trip from Calgary to Montreal I used to grease each trip, but now I am doing two trips before I have the need to grease again.

Results on the Diesel Treatment:
Overall an 8% improvement in the fuel economy. That means to me a saving of $1000 per month per unit or $36,000 in fuel savings a year.

These incredible products have significantly reduced my operation costs and have improved the profitability of my business.

I am now totally convinced that the Pro-Ma Performance Products are genuine, effective products that do precisely what the technical literature states. I can recommend them for reducing vehicle operating costs and improving performance.

Mel Johnston
Calgary, Alberta

http://fueloiltreatments.com.au
http://promaproducts.promastore.ca

Benefits of using the high quality Pro-Ma Petrol Treatment PT5

2009-06-23T20:23:00.000-07:00

What is the reason why we should be using high quality Petrol Treatments like the Pro-Ma Performance Product PT5 Petrol Treatment?

This amazing product has been in continuous use all over the planet for over 70 years and still performs many more functions than any other product that we are aware of when added to the fuel systems of all engines that consume petrol and gasoline.

The benefits include:

- Protection of the environment by reducing exhaust emissions

- Control the moisture absorption that occurs into today's fuels

- Protect the expensive fuel pump and injector components

- Cleans the fuel and combustion and exhaust system while you drive and so your engine runs more smoothly and efficiently.

- Will dramatically improve the economy by making the fuel burn longer and more completely and hence saving money at the gas station.

- Reduces the engine wear through it's upper cylinder lubricant and saving money on expensive repairs.

By adding the Pro-Ma Petrol Treatment each time you add fuel to the tank of your car, truck, motorcycle, outboard motor, motor mower or line trimmer, we guarantee they will last longer, become more reliable and have a higher resale value when used continually. Our experience is that the regular use of this product will usually give a benefit of about 3 times the cost of the purchased price of these Pro-Ma fuel treatments.

More info available at:

www.fueloiltreatments.com.au
www.auto.promastore.com.au