These engine oil analysis results support many International studies showing “less wear” when NanoEnergizer (NanoE) is present in lubricating oil.
Major engine wear metals reduced as follows:
Aluminium (Al) down 34%; Iron (Fe) down 20%; Copper (Cu) down 65%; Chromium (Cr) down 80%; Lead (Pb) down 22% .. these figures from the detailed analysis below, show that moving parts of the diesel engine (Toyota 1KZ-TE 3L) in contact with lube oil containing NanoE were wearing out measurably less than previously.
It is thought that NanoE particles will bond better to “clean” metals that are free of carbon glaze/varnish deposits and oil sludges, therefore the use of FTC decarbonizer plus DeSLUDGE flushing oil concentrate may have assured the NanoE results.
Background to this test:
A Toyota 1KZ-TE 3L diesel engine was run a similar distance under similar conditions, with and without NanoE in the lubricating oil.
Our test vehicle is a 1997 Toyota HiAce Regius 8 seater with a 1KZ-TE 3L turbo diesel engine with full-time 4WD and a total distance of 190,785km at the time of the analysis. It is a 2nd hand Japanese import to NZ, imported with 50,000km “genuine certification”. Since then (more than 140,000km) it has always had SupaSLIP anti-friction in the engine oil, 4 speed auto-trans, transfer boxes and diffs. DeSLUDGE flushing oil concentrate has been used just prior to each engine oil change, plus FTC decarbonizer is always in the diesel fuel (which explains why the engine oil is so clean and serviceable up to 72,500km in oil analysis reported elsewhere).
Prior to the NanoE test: Engine oil analysis was regularly done (5 x to date) to monitor wear and oil serviceability. Prior to the NanoE test, the engine had 3 oil and filter changes using DeSLUDGE flushing oil concentrate. The engine oil brands varied over time, but were 15W-40 grades meeting light diesel specs. The oil sump (pan) capacity is 7 litres. SupaSLIP anti-friction was always added at 5ml/L of oil (35ml) at each oil change. FTC catalytic decarbonizer is always in the diesel fuel at approx 1ml/L of fuel.
The NanoE test details: When NanoE was first added, the engine had done 158,455km. 9,063km prior to adding NanoE the engine oil and filter were changed and 7.2L of API CI4/SL 15W-40 oil, plus 36ml SupaSLIP were added. The engine oil was next analysed at 41,393km, being 32,330km after adding the initial dose of NanoE at 30ml/7.2L engine oil. A second dose of NanoE of 23ml after 27,650km, approximated the recommended retreatment period of up to 30,000km.
At analysis the oil had done 41,393km and NanoE had been in it for 32,330km. The closest non-NanoE analysis available was a previous test after 34,168km. For comparison the NanoE wear levels in ppm, are calculated on the basis of the NanoE being present for 34,168km .. see “calculations” below.
Discussion: The largest reduction in wear is with chromium and copper, probably critical to top piston rings and crankshaft bearings. All wear metals show a reduction in wear and although this is a single engine test, the trend is considered an obvious benefit to engine longevity.
It is thought that NanoE particles will bond better to “clean” metals that are free of carbon glaze/varnish deposits, therefore the use of FTC decarbonizer plus DeSLUDGE flushing oil concentrate may have improved the results .. however, use of FTC alone reduces engine wear due to engine oil soot particle size reduction. FTC was present with and without NanoE, so presumably soot size reduction is not a factor in these comparative results, but engine internal cleanliness is likely to have ensured a very positive result.
“Calculations” .. the non-NanoE engine oil was analysed after 34,168km. This gave a “base” rate of wear in ppm per kilometre, which was assumed to have taken place in the initial 9,063km prior to adding NanoE. This “base” rate was deducted for 9,063km of the 41,393km analysis, meaning that the balance of the wear (over 32,330km) was directly related to the presence of NanoE. The NanoE wear ppm over 32,330km were then calculated to 34,168km for direct comparison with the “base” rate.