Questions & Answers

What is Dieselfix?
Dieselfix is a formulation of non-hydrocarbon liquids that conforms to the specifications of diesel fuel. In other words it is generic diesel fuel. This means that it is totally compatible with petroleum diesel and does not alter the fuel in any way. It has, however, unique chemical properties that eliminate the undesirable characteristics of diesel fuel.


What “undesirable characteristics” does diesel fuel have?

Diesel is hygroscopic, i.e. it absorbs moisture (water) from air (a cold surface, exposed to air, shows how much water there is). Diesel holds 16 times as much water as air by volume.

Water-content of diesel (molecular water) triggers “oxidation”, turning fuel brown in colour and depositing resin (varnishing/gumming) on all surfaces in contact with it. Water-content is what causes the fuel to become more acidic (measured as “total acid number” or T.A.N.) This corrodes tanks, fuel lines and fuel-injection systems.

Suspended water, consisting of tiny “particles” of liquid water, too small to drop out of fuel, is both corrosive and abrasive and causes enlargement of injector nozzles. It also provides habitat for bacteria. Free water, the familiar stuff that lies below the fuel, is responsible for tank-bottom rust and provides habitat for fungi and bacteria (microbes) that feed on resin released from diesel. Free water and, particularly, microbe infestation cause fuel filter blockage, which stops engines dead
until new filters are fitted.

In combustion, water forms powerful acids with oxides of sulphur and nitrogen (SOx and NOx). These are not only environmentally harmful but some acid gets into the crankcase via blow-by past the piston rings. Acids cause engine oil to decompose, with severe impact on engine wear and corrosion of vital engine components.

How does Dieselfix eliminate these?

Firstly, Dieselfix converts water into a completely different fluid that is a fuel-soluble, fully combustible lubricant, which is chemically inactive with SOx and NOx. Fuel-solubility ensures that the fluid remains in solution and evenly distributed throughout the body of fuel. Because it is inert with SOx and NOx, ageing of the fuel does not occur and acids are not produced during combustion. Corrosion is effectively inhibited. When water is replaced by a lubricant, fuel system wear is significantly diminished. 

Secondly, Dieselfix contains a mild, highly specific resin solvent that dissolves resin back into the fuel where it belongs. This maintains fuel and fuel-injection systems in pristine condition. Where microbial infestation exists, lack of habitat and nutrients kill the bugs and Dieselfix dissolves the dead remains.

Why should diesel specifications be important?
Diesel engine design is such that lubrication of high-pressure fuel-injection systems must be achieved by fuel. Compression-ignition prohibits any variation in ignition and combustion characteristics of the fuel. Conventional “additives” alter these properties, resulting in engine damage. Dieselfix does not alter diesel fuel but alters contaminants to become more compatible with engines.

If this vital requirement had been recognised before, very few additives would ever have been sold. Dieselfix is the only product in this field that complies with global diesel fuel specifications. “Additive” is defined as “a chemical that alters the characteristics of fuel”. “Diesel fuel” is defined as “a generic term that applies to any fuel that can be used safely in diesel engines”.

Dieselfix is, therefore, not an “additive” but generic diesel fuel.

How is Dieselfix applied to diesel fuel?
Dieselfix is applied to fresh diesel at a ratio of 1-to-4000. Clearly, the best point of application would be at refinery but next best is into bulk tanks. Dieselfix is just as effective when applied to running tanks of vehicles and machines. When fuel is old or contaminated, this dosage should be increased as required. We recommend that
the first application should be doubled to 1-to-2000 to cope with existing contamination. Where free water is found, as much as possible should be removed physically, prior to Dieselfix treatment then double-dosing should be continued until the tank-bottom is completely clear.

How do we check the bottoms of underground tanks?
We offer a complete fuel quality management system of which Dieselfix is only a part. Sampling pumps have a tube that is dropped to tank-bottom for samples to be drawn. De-watering pumps are used to remove free water, rust, bacteria and fungi.

My fuel suppliers tell their fuel is perfect, are you contradicting them?
South African diesel fuel is nearly perfect when delivered. Deterioration occurs after delivery, in storage. Many diesel equipment operators are unaware that after fuel is delivered into their tanks, the supplier no longer carries responsibility for quality. There are over 38 400 websites listed on the Internet under “Diesel fuel additives”. That is a sure indication that the fuel is not perfect. We are not opposition to the oil companies in any way but they do take professional pride in what
they do. They perceive us as being critical of their product and are not comfortable. Conventional additives were originally manufactured by oil companies and they stopped doing it when they discovered that hydrocarbon-based additives are not successful in diesel engines. 

Dieselfix is probably the first product that is not hydrocarbon-based and, thus, far more effective than anything seen previously.

Why have the oil companies not produced anything like Dieselfix?
There are two reasons. 

Firstly, oil companies are not responsible for fuel quality maintenance after delivery, that is the end-users’ problem. Oil companies have never had the need to involve themselves in that.
Secondly, the science that went into Dieselfix stems from a unique combination of scientific disciplines that bear no similarity to hydrocarbon chemistry. Oil company chemists do not have time to study other fields of science.

What are the benefits to using Dieselfix?
Everybody is aware of the difference between using good quality fuel and poor fuel. Invariably, the use of poor quality fuel results in breakdowns, usually from blocked fuel filters. Gumming of fuel-injection systems requires costly maintenance procedures that involve downtime, which is vastly more costly than the maintenance. Not only do savings accrue due to less unscheduled maintenance and downtime but fuel efficiency is a natural benefit when the fuel and fuel-injection systems are permanently maintained in pristine condition. Our own experience, and that of our customers, is that engine wear is significantly reduced, leading to as much as 25% longer engine life. In countries where operators are fined for excessive smoke emission, Dieselfix sorts out problems within hours.

How do you substantiate these claims?
We do not attempt to substantiate these claims. Potential customers do. When a potential customer achieves the results by trial, the credibility of those results is beyond question. Presenting screeds of letters and reports from delighted customers is not pertinent to a potential client. His own results are indisputable.
Ideally, a trial should last for three months with, if possible, at least 5 vehicles or machines of various ages on trial. The criteria that are monitored are oil analysis, fuel efficiency and, if possible, exhaust analysis. Additionally, oil filters and fuel filters must be retained for visual examination. Between these criteria, there is no place for any “hidden surprises”. Results will prove precisely what economic benefits are being gained and the level of safety of using the system. Based on such data, responsible management decisions can be made.

Surely a claim like “25% longer engine life” requires years to substantiate?
Oil analysis reports show the precise levels of wear-metals in used oil. Wear-metal content is a direct indicator of engine wear. When an oil analysis report done after the introduction of Dieselfix is compared with the reports from before and a reduction of 20% is shown, it translates directly into a 20% reduction of engine wear. A reduction of 20% in engine wear produces 25% longer remaining life in the engine. All it takes is one service interval.

We replace our vehicles after 800 000 kms so how would we benefit?
The policy of replacing vehicles at predetermined mileage came about in order to avoid the costs and “headaches” involved in overhauls. When trials show sufficient benefit to adopt the Dieselfix system to a fleet, “before and after” oil analysis should be done on the entire fleet. When those reports are analysed, the minimum improvement should be used as a benchmark. 

If, for example, the minimum improvement in projected engine life is 25%, then your replacement mileage can be increased by that percentage, i.e. from 800 000 kms to 1 000 000 kms. During the life of an engine, the benefits of stabilised fuel efficiency and elimination of fuel related breakdowns and concomitant downtime will cover the cost of Dieselfix many times over.

There are many other products whose manufacturers make the same claims, why is this different?
There are none that even claim that the product conforms to diesel fuel specifications. None recommend oil analysis as the main criterion for scrutiny. None claim to convert water-content into a fuel-soluble, fully combustible lubricant. None claim to solve the microbial problem entirely.

Every manufacturer is aware of the problems associated with diesel fuel in storage and the problems manifested in fuel-injection systems and engines. Therefore they all claim the same results. The difference lies in the manner in which those problems are addressed. Dieselfix is eminently demonstrable. We can prove most of our claims through straightforward, scientifically conclusive, no-nonsense tests, before taking the product anywhere near a diesel engine. Few other products can be demonstrated.

You claim that Dieselfix does “everything”, how do you substantiate that?
As much as it appears that way, we only claim that Dieselfix does three things:

  • The chemical conversion of water into a fuel-soluble, fully combustible lubricant.
  • The dissolution of resin build-up.
  • The elimination of microbial contamination.

Water is the root cause of items 2 and 3 above. It is also the root cause of corrosion of fuel tanks, fuel lines and fuel-injection system components. Additionally fuel filter blockage and acid contamination of crankcase oil are also triggered by water. Water is the root cause of almost every problem with diesel fuel and engines. The conversion described in item 1 completely eradicates the detrimental activities of water.

It is the chain of effects that are triggered by water that we are all familiar with. Prior to the advent of Dieselfix there has never been an effective solution to the water problem. The problems have always been described as “normal wear and tear”. Dieselfix eliminates a significant percentage of normal wear and tear.

We use high-quality water-traps on all our vehicles so how can Dieselfix improve on that?
There is no alternative to good filtration. Water, however, occurs in three forms in diesel fuel, identical to the three forms in air.

  • Free water is familiar, lying below the fuel like a pool or puddle lies below air.
  • Suspended water consists of microscopic “particles” of liquid water, suspended in fuel by neutral buoyancy. This is the same as mist and cloud in air.
  • Water-content consists of trillions of individual molecules of water, contained in fuel exactly like humidity in air.

Suspended water has two sources. It can stem from free water that is agitated by movement and vibration and breaks up into small particle size to “float” in fuel. It also occurs when molecules of water-content drift together and cohere into liquid water. Water-content also has two sources. The first is by hygroscopic absorption from air. The second is by evaporation of free and suspended water with temperature. Free water normally remains in the bottoms of bulk storage tanks, corroding tank-bottoms and providing habitat for fungi and bacteria.

Gravity and centrifugal water separators are only effective against free water that exists in running tanks and gets stirred up by movement to become “semi-suspended” in the fuel. True suspended water remains in suspension and passes through water separators. Paper-element fuel filters absorb suspended water particles that are larger than the filter size, but allow smaller particles to pass through to the fuel-injection system and engine. This is indicated by
corrosion and acid contamination of crankcase oil. To the best of our knowledge, there is no other means of eradicating suspended water and water
content than by Dieselfix treatment.

What undesirable side effects are there with Dieselfix?
Absolutely none. After testing dozens of commercially available additives that failed to live up to manufacturers’ claims, a great deal had been learned about what not to do. The main rule that was adopted when development of the product began was, first, do no harm.

Some equipment manufacturers threaten that warranties on new equipment “may be affected” if Dieselfix is used. How do you solve this major problem?
This subject is of utmost importance to owners of diesel equipment. Multi-million Rand fleets cannot be exposed to unnecessary financial risk and the subject of warranty cover is a highly sensitive matter to those who have invested the millions. A level of “disinformation” exists that has clouded this issue, so it is important to clarify the entire subject, point by point.

  • Warranties ONLY cover material defect and poor workmanship. Any other cause of breakdown is not covered. Poor driving habits and sub-standard fuel are possibly the most common causes of breakdown during the warranty period. These are not covered by warranty, but dealers and manufacturers are not in a hurry to inform buyers of this detail.
  • In order to affect warranty cover, a product must cause breakdown. Any product such as Dieselfix that does not cause any breakdown or damage of any description whatsoever, cannot, by the greatest stretch of the imagination, affect warranty cover. Sadly, there are many people who appear to struggle to comprehend this simple principle. Dieselfix is in daily use in more than 30 000 engines worldwide, ranging from marine engines and opencast mine haulers to light passenger vehicles and power generator sets. In 70% of cases, our recommended procedure of oil-analysis is being performed to monitor any possible damage from the use of Dieselfix. No trace of any harm or damage has been noted after 18 years in use.
  • All equipment manufacturers stipulate that fuel used in their equipment must comply with national standard fuel specifications, i.e. SANS 342 in South Africa, EN 590 in Europe, AS 3570 in Australia etc. Dieselfix complies with all global diesel fuel specifications. Therefore, Dieselfix is already approved by all manufacturers without any further ado. Given the appalling history of thousands of “fuel additives” that continue to plague the market, however, equipment manufacturers and owners are naturally defensive. The problem is so great that it has become an emotional issue plagued with speculation and logic has often been abandoned.
  • As more and more people become familiar with the remarkable benefits of using Dieselfix, dealers and manufacturers are getting the feedback and will, eventually, lose their irrational fear.

Dieselfix works.

Our vehicle supplier specifies 50 ppm-low-sulphur diesel for our vehicles, how will Dieselfix affect that?
Although Dieselfix was developed at a time when South African diesel fuel contained 5500 ppm of sulphur, the water-content of the fuel remains the same. There is a considerable amount of misinformation about sulphur content. This has led to confusion among equipment suppliers who are passing it on throughout the industry. It’s reached the point where supposedly-knowledgeable people are referring to low-sulphur diesel as “clean” and higher-sulphur diesel as “dirty”.

Sulphur alone is not a problem other than a very minor environmental one. Sulphur, in fact, provides two very crucial benefits to diesel fuel.

  • Sulphur enhances lubricity of fuel, providing superior lubrication of critical components like fuel pumps and fuel injectors.
  • Sulphur provides “calorific value”, in plain English, “energy” or “power output” (sulphur does, after all, provide the energy output in gunpowder) Sulphur alone, therefore, is particularly beneficial to diesel engines. When water is present, however, sulphur becomes a beast of an entirely different colour. Water and sulphur together, in fuel in storage, create sulphurous acid, which is much milder than sulphuric acid, but is, nevertheless corrosive and detrimental to fuel itself, causing the fuel to decompose and release resin. In engines, sulphurous acid does not enhance lubricity nor provide energy output. Instead, in the heat and pressure of combustion chambers, sulphurous acid (H2SO3) oxidises into sulphuric acid (H2SO4) most of which gets emitted into our environment with nasty consequences. With Dieselfix, water no longer exists. Sulphur remains sulphur and provides lubricity and power and, during combustion, burns into sulphur dioxide. Agreed, SO2 is not the most ideal gas to add to our atmosphere, but it is infinitely preferable to sulphuric acid!! The fact of the matter is that the entire issue of sulphur-content is just a “red-herring” to deflect attention away from the fact that the industry has never had a clue about eradicating water-content. There is so much “face-saving” attached to this that the whole thing has become self-defeating. The problem that is supposedly being addressed is “global warming” and “greenhouse gas” (carbon dioxide) emission. 

Then let’s consider these inarguable facts.
Less lubricity increases injector-wear. Worn injectors increase carbon dioxide emission. When fuel produces less energy, more fuel is required to achieve a given amount of work (e.g. moving a vehicle 100 kms.) 

The main product of burning diesel fuel is carbon dioxide. Far from reducing carbon dioxide emissions, low-sulphur diesel increases them. 

Everybody, however, swallows the nonsense because it comes from what the industry calls “scientists”.