Any Energy Release fans in TDR land?

[drawson]

I just sent in an oil samplew to Blackstone as soon as it comes back I'll list results

 

[drawson]

I have had this for quite some time but here are the results. I asked them to check for any chlorine it had a 2 PPM. Here is the rest. Now and 2500 miles earlier.
Now 2500

Alum 2 3
Chrom 0 1
Iron 11 19
Copper 1 2
Lead 1 2
Tin 0 0
Moly 0 0
Nickel 0 0
Manganese 0 0
Silver 0 0
Titanium 0 0
Vanadium 0 0
Boron 13 15
Silicon 3 4
Sodium 1 1
Calcium 3712 3448
Magnesium 72 72
Phos 974 907
Zinc 1077 1060
Barium 0 0

Vis @210F 71. 2
Flash point 425
Fuel % <0. 5
Antifreeze % 0
Water % 0. 0
Insollubles 0. 2
Chlorine 2

If anything it looks as if ER has Calcium and Phosphorus in it.

I am very impressed with the reduction in Iron.

Dee


------------------
EAT'M UP
97 2500 Club 4X4 3. 54, Forrest Green/Driftwood, LSD 5 speed, & Psychotty Air System, TST #11, 370 HP injectors, timing at 16 deg. , 16CM2 housing, AFC spring kit, Geno's Exhaust Blanket, TST EGT gauge & 0-60 boost gauge in A Pillar, Cat-be-gone, 4" Dynomax Bullet muffler, Crome 4" turn down, AmsOil Through out, Geno's trans filter kit, AmsOil Bypass system, Lund Winter front, Leer Cab Level Shell Driftwood , 255/85R16, Dyno'd 342 HP pre injectors & turbo housing *NRA/USPSA member and proud of it*

 

[bpete]

My buddy uses ER in his ctds.

I use Boundry.

 

[Oil Man]

drawson,
My oil analysis says 2%, which would be 200 ppm. The section that you have the "2ppm" listed in is the % section. Are you sure that it is 2ppm and not 2%???

Also is this a new sample of ER or ER mixed with your oil that has been run a few miles?

There is iron and silicon (dirt) in there. I hope it is not a new sample.

Sincerely, Kevin

 

[drawson]

Kevin, This is ER and AmsOil 15W/40 oil. The oil has just over 10,000 miles on it and has had ER in it for approx 2,000 miles. Chlorine isn't part of what Blackstone checks for and wasn't on there normal list. I asked for it to be check and it was in there comment area on the sheet.

Kevin while we are on the subject of oil what do you think of Moly in the oil as an additive?

[This message has been edited by drawson (edited 11-21-2000). ]

 

[Vaughn MacKenzie]

drawson, could you look and see exactly how the Chlorine makeup was quantified? There is a huge difference between ppm (parts per million) and % like Oil Man mentioned. If it is only 2ppm, then I don't see how there could be enough in there to do any harm. But then maybe there was a lot more and it broke down into HCL (hydrochloric acid) and wasn't detected in the oil analysis. But if it's 2percent, I'd trashcan that stuff #ad
2% = 20,000ppm! #ad


Vaughn

 

[DieselB59]

I'll have to side with Oil Man on this one. I have a Chemistry Degree and he's absolutely correct with all of his observations and predictions. It's not an opinion, it's documented fact. Hydrogen, a by-product of heat and moisture, bonds with the available Cl from the paraffins to produce HCl, a strong acid. Lead, a soft (yet durable) metal, is easily attacked and consumed by the HCl.

------------------
Chris Timochko
1997 5sp 4X4, HX40, BD 4" Brake, Marine Compression, Custom Tuned Injection Pump, 370B Injection Nozzles, Delivery Valves, Governor & AFC Spring Kit, Psychotty Air, Water Injection, NOS Diesel Kit, 6" Chrome Exhaust System, No Smoke Valet Switch, McLeod Dual Disc Clutch, Mag-Hytec Rear Cover, Cummins Chrome Kit, Optima Red Tops, Hadley Bully Horns, Hurst Line Loc, Goodyear Wrangler AT/S 305/70/16s. Test mule for Auto Wurks Diesel race program

 

[drawson]

Vaughan, It clearly says 2 PPM Unlike Chris I don't have a degree in Chemistry.
But I have a pretty long back ground in the Automotive industry. Oil additive like Dura lube, Prolong, & Motor Up use Chlorine to make them slick.
Here is what it says in the comment section... .
Big reduction in Iron for such a short period of time, also lead and copper. We think your engine is doing quite well mechanically when this oil and additive in use. We suggest you change nothing. No harmful contaminates found.
Here the deal all I did here is send in another oil analysis, no filters where changed. At 2500 miles ago the full flow filter was changed 40 miles before taking the sample. Two days later I added ER. The reduction in metals has me sold. My engine currently has 92K on it.
With the ER and the AmsOil I feel really good about how my baby is protected!!!!
I will be putting ER in the trans next week.



[This message has been edited by drawson (edited 11-23-2000). ]

 

[Rebel]

Has anyone been using ER for a long time (say 50,000 miles)? I'm thinking this product may work well in racing applications where the engines are tore down frequently for inspection and overhaul. Long term use of ER may be counter productive? If this product really did improve MPG by 10% the major trucking companies would all be using it and linning their pockets with 10% more profits, especially with the current price of fuel. There is probably a very good reason for it not being widely used by the trucking industry. IMHO #ad


------------------
1997 2500 Ext Cab 4X4,5 spd,3. 54's,Pac brake,Rancho 9000's,Centerforce clutch,K&N airfilter,Missing Cat,Isspro gauges,and #11plate(280hp/680tq)AFC medium spring

 

[Vaughn MacKenzie]

Drawson, thanks for posting the Blackstone results and their comments. If ER does deliver as claimed without chlorinated paraffins, it makes you wonder what really is in there. I hope you continue to use it and check back with analysis results from time to time. If there are truly chlorinated paraffins that turn to HCl, and attack bearing material, then you'd probably see a rise in tin and lead readings in oil analysis results in a matter of a few thousand miles. But since your analysis showed virtually no chlorine, there probably wasn't too much in the ER to begin with.

How about taking an oil analysis a step further next time--test for TAN (total acid number)? If HCl was present, maybe this would reveal it. I think Blackstone can perform this test if requested.

If ER works as well as advertised but guys are nervous about dumping it in their engine crankcase, I see no harm in using it nearly everywhere else--rear axle, wheel bearings, PS system, transfer case, or transmission--places without soft metals.

Vaughn

 

[amsoilman]

How to tell if an additive has Chlorine? Basicly, if the aftermarket oil additives with product claims such as:
1-Contains no Teflon.
2-Contains no PTFE.
3-Contains no Graphite.
4-Contains no Solids.

Unless the package states,"no haloginated or chlorinated materiels," the consumer CAN'T tell if an additive contains chlorine.

I have to go along with "Oilman" on this one as well. I too, have read an article from "Lubes'N'Greases"(Aug. 1998). Maurice E. Lepera, former associate director for fuels and lubricants at the Army's Tank Automotive Research, developement and Engineering center had this to say about Chlorine as an oil additive. "Chlorine is extremely reactive, which makes it corrosive to engine metals and interactive with many oil components. The enviroment within an internal combustion engine consists of high operating temeratures, combustion and blow-by gases, moisture, acid and oxidation precursors, wear debri, and unburned fuel. "
"The combination of these ingredients when combined with the catalytic effects of metalic surfaces and trace soluble metals such as copper, will cause chlorine to hydrolize--forming hydrocloride acid and other associated reaction products. Once generated, these acidic reaction products can cause serious internal combustion engine corrosion problems, especially on ferrous and alluminum alloys. "

As a matter of fact, the automotive industries used chlorine as a motor oil component until the 1930's, then it was replaced by zinc dialkyl-dithiophosphate(ZDDP), a much safer anti-wear agent for engine use. The reactivity of chlorine increases as temperatures climb, which makes it more dangerous for hot running engines, much more than the colder running engines of yesterday. Interestingly, when the oil industries did use chlorine additives, they were used at about a one percent treat rate. Aftermarket oil additives today contain treat rates as high as 30 percent!
I think the oils of today have all the additives they need. Why put somthing in the oil that may change the entire chemical makeup of the product?

------------------
94'SLT 4X4 AT/White in color. Factory Tow Hooks & Running Boards. Amsoil By-Pass filter, Amsoil Air cleaner,and all fluids are Amsoil. Optima "Red Top" batteries.
BD exhaust Brake, BD Torque Lock, BD Torque Converter, Dr. Performance Stage II Injection Pump. Mag-Hytec Diff Cover,Mag-Hytec Transmission Pan, Isspro Pyro, Boost,Oil temp Gauges mounted in 3 Gauge post mount. One gauge monitors Engine Oil, Trans, Diff. Temps.
Wayne Owen

 

[Oil Man]

amsoilman,
Good post, you said it better than I did.
Kevin

 

[drawson]

I just got another oil analysis this time at Oil Analyzers and now with 22500 mile on the oil and Approx. 12K with the ER in the oil The TBN is still 11. 7. I switched to Oil Analizers over Blackstone because of the TBN measurement.

------------------
EAT'M UP
97 2500 Club 4X4 3. 54, Forrest Green/Driftwood, LSD 5 speed, & Psychotty Air System, TST #11, 370 HP injectors, timing at 16 deg. , 16CM2 housing, AFC spring kit, TST EGT gauge & 0-60 boost gauge in A Pillar, Cat-be-gone, 4" Dynomax Bullet muffler, Crome 4" turn down, 3 Electric Fans, One inside, One in front of A/C, One in front of intercooler, AmsOil Through out, Geno's trans filter kit, AmsOil Bypass system, Lund Winter front, Leer Cab Level Shell Driftwood , 255/85R16, South Bend's Hypo Clutch*NRA/USPSA member and proud of it*

 

[E-9]

I talked with the folks at ER several months ago about Oilmans comments on their product. He told me far more than I wanted or needed to know about the subject. I was impressed with what they had to say. They have met or exceeded all requirements to sell the product as they advertise it. I have used it in my truck since new with no problems.

 

[Animal]

Any updates on this product, everybody using it still happy?

 

[Vaughn MacKenzie]

Back to the Top!

ANY UPDATES GUYS?



I was at the Idaho BOMB Party recently and one of the members there had an ER sticker on his back window but I never made it over to ask him about it.



ER was an interesting discussion 4 years ago and since it hasn't been brought up for quite awhile on TDR I wanted to shoot this thread to the top.



Vaughn

 

[ToolManTimTaylor]

<EMBED src="http://www.geocities.com/Athens/Academy/9918/MIDI/er. mid" hidden="true" autostart="true" volume="40" loop="false">



Sorry Couldn't resist

 

[amillstream]

If you change your oil reguarly, the motor will probably outlast the truck anyway.

 

[Casey Ray]

Any update on Energy Release?

 

[ToolManTimTaylor]

I got nothin' to bring to the table but the below message. I mean we are talking about the same stuff right? Yeah she is an old thread but technology has changed a bit.

<hr>

Energy Release fuel conditioners are ashless, organic compounds formulated by blending pure petroleum distillates with oxygenated organic solvents. They do not contain damaging chemicals such as sulfur, metal-destroying acids, chlorinated lime, carbon tetrachloride, abrasive, metal sulfates, metal phenolates, polyminosaccinamides, or zinc diolkyldithiophosphates. E. R. fuel conditioners are designed to complement and extend the life of existing additive packages already added to the fuel or oil by the manufacturers.



Energy Release formulas are designed to clean, keep clean, and lubricate fuel pumps, injectors bodies, fuel tanks and fuel lines. E. R. fuel conditioners also clean carbon build-up from the combustion area, valve seats and piston ring lands. Gums, lacquers and varnishes are absorbed into solution and eliminated through the combustion process or through fluid changes . E. R. fuel conditioners are formulated with special solvents, corrosion inhibitors, and dispersants to rid engines of these problems. E. R. fuel conditioners' special dispersants and solvents inhibit normal interaction of metallic ions in oil such as sulfates and nitrates. Metallic ions react well with water and other elements to form acids , gums, varnishes, and non-combustible residue. Our unique combination of ingredients will convert engines' acids to synthetic esters, which in themselves, are excellent solvents for sludge and varnish removal. The corrosion inhibitors that are blended in to E. R. fuel conditioners are effective in controllingcorrosion in storage tanks and fuel systems. Fuel containing 0. 15% of our fuel conditioner passes the requirements of the following tests:



1) Dynamic Test Method ASTM D665



2) The Static Immersion Rust Test



3) The Machine Cup Test



In test performed in accordance with ASTM D1744, two fuel samples were created with 1% water. One sample was treated with our fuel conditioner. Both samples were shaken vigorously and then allowed to rest to permit complete separation. The upper fuel layer of both samples were analyzed and the results showed that the untreated fuel sample retained significantly more water than the asmple treated with our conditioner. Energy Release fuel conditioners contain oxidation inhibitors to retard oxidation and improve color stability. These oxidation inhibitors slow, or stop, the aging of fuel in storage,thus preventing the formulation of gum and sludge in storage tanks and fuel systems. A primary benefit is the extended life of fuel filters.



Sulfur is probably the single most destructive element in fuel products. In fact, 70% of diesel engines' life is used up because of sulfur corrosion. Sulfur, in combination with oxygen and hydrogen, forms sulfuric acid, with is the primary cause of corrosion and a major source of gums, lacquer, varnish deposits, and sludge. Our fuel conditioners effectively block out the formation of sulfuric acid by taking the sulfur out of the process that forms sulfuric acid.



The main by-product of combustion in fuel buring engines is carbon dioxide. Carbon Monoxide and hydrocarbons are a result of incomplete combustion. In normal functioning engines, approximately 60-65% of the fuel is completely burned with the remaining being emitted through the exhaust system. E. R. fuel conditioners alter the molecular structure of fuel in such a way as to cause more of the fuel, over 90% to be



Completely burned. Because of the more complete fuel burn, emissions can be reduced by 50-80% or more. By burning fuel more efficiently, performance and economy will increase significantly.



Fuel treated with our fuel conditioners have shown that fuel consumption has decreased by 8-12%, at least, depending on load , terrain, altitude, and weather conditions.



In stationary diesels running against a governor, the average savings on fuel consumption is expected to be 15-20%.



E. R. fuel conditioners dramatically reduce wear rates of injector and injector pumps due to the decreased lubrication of the moving parts resulting from low sulfur diesel fuels. Pistons, valves and combustion chambers stay free of deposits, and ring wear is reduced substantially. Tests showed a dramatic reduction in sludge content which extends the effective life of fuel filters.



Through its bacleriostatic action and emulsification properties, our fuel conditioners control the growth of bacteria and microbes in fuel tank and storage tanks.



E. R. fuel conditioner formulas eliminate the environments that are in need for this bacterial growth.



Fuel treated with our fuel conditioners in storage at 150 F, showed an evaporation loss of 12% less than untreated fuel. Blend stability, a factor in fuel aging, is increased by 50%. E. R. fuel conditioners reduce the surface tension of oil which results in improved Fuel flow, cleaner fuel lines, and improved fuel atomization. These changes enhance Fuel combustion with lower flame temperatures (as much as 200 F, depending on chamber configuration), lower stack temperatures, and no ash or residue. Corrosive So3 is reduced to So2, a gas. In addition, the burn duration may be increased as much as 8 milliseconds. This allows greater BTU conversion, a cleaner and more efficient burn and reduced HC , CO , and NOX emissions. The resulting smoother and more complete combustion of fuels relieves stress on connecting rod bearings, significantly reduces exhaust emissions and assures greater fuel economy. Although E. R. fuel conditioners are not octane boosters, they have the effect of raising octane/cetane by 2 to 3 points simply because of the more efficient and complete fuel burn.