AMSOIL Increases Fuel Economy

When you talk about performance oils and performance lubrication to protect your vehicles and equipment, just ask anyone who knows the AMSOIL name. AMSOIL is better performance. Not only will AMSOIL oils perform better but they will last longer and protect better than traditional oils and lubricants.

Performance Improver P.I

The diagram below shows the savings when using high performance AMSOIL oils. You will spend less money on maintenance, see an increase in both performance and gas mileage and be protecting your vehicle or equipment against failure

Switching to AMSOIL Synthetic Motor Oil increases fuel economy on every gallon of gas. This test result cover class 8 diesel engines, but the story holds true for any vehicle that through better lubrication a smoother running engine yields more miles per gallon. The test results below show enormous savings due to the amount of fuel truck drivers consume and although every driver may not see these numbers they will see significant savings at the pump and in reduced maintenance and repair costs.

Replacing popular conventional engine and driveline lubricants with AMSOIL synthetic lubricants in Class 8 diesel-fueled vehicles increased gas mileage by up to 8.2% per gallon, according to the findings of an independent test facility.

Fuel accounts for roughly 37 percent of Class 8 truck operating expenses, and reducing Gas Mileage expenses is a top priority for truck operators.

AMSOIL is the leader in the race to develop fuel efficient low-viscosity lubricants for trucking and other heavy-duty diesel applications. Independent laboratory testing shows AMSOIL Series 3000 Synthetic 5W-30 Heavy Duty Diesel Oil in the engine and AMSOIL synthetics in the drivetrain provide up to 8.2 percent increase in miles per gallon than other popular lubricants provide. 

Here's how the study started:
At the request of AMSOIL INC., an independent research institute conducted a month-long test com-paring the fuel consumption of Class 8 diesel trucks equipped with AMSOIL synthetic lubricants to Class 8 diesel trucks equipped with conventional lubricants.

The research institute used the SAE J1321 Joint TMC/SAE Fuel Consumption Test Procedure-Type II, an industry standard test procedure for comparing in-service fuel consumption of a vehicle operated under two conditions, one with the control lubricants in place, the other with the test lubricants in place.

Vehicles and Route

The three test and one control vehicles were 1995 International Model 9200 truck-tractors with Cummins M-11 engines (rated at 350 hp at 1600 rpm), Fuller RTXF 14710B transmissions, Eaton Model DS/RS 404 drive axles (3.90 ratio), 11R-24.5 low-profile tires and new oil and air filters. All four vehicles had been operated between 250,000 and 285,000 miles prior to the study.

The trucks were equipped with auxiliary weigh fuel tanks and quick disconnect couplings to facilitate accurate data gathering. Each truck pulled a 45-foot long flatbed trailer equipped with 11R-24.5 low-profile tires and loaded with concrete blocks so that the gross vehicle weight (GVW) of each vehicle was 75,550 ±100 lbs.

The test route represented typical long-haul interstate highway operations, with asphalt road surfaces and generally flat terrain. The low traffic density route covered a total of 40 miles with a 20-mile southbound segment and the return north-bound segment. Fuel consumption was measured separately for each direction.

Lubricants and Fuels
The control lubricants were Shell Rotella T 15W-40 for the engines, Quaker State SAE 90 for the transmissions and Citco 85W-140 for the drive axles. The control truck used the control lubricants for all driving segments and the test trucks used the control lubricants for their baseline segments.

The test lubricants were AMSOIL Series 3000 Synthetic 5W-30 Heavy Duty Diesel Oil for the engines, AMSOIL Signature Series Synthetic 20W-50 Racing Oil for the transmissions and AMSOIL Signature Series Synthetic 75W-90 Gear Lube for the drive axles. The test vehicles used the test lubricants for their test segments.

All vehicles used Exxon No. 2 diesel fuel dispensed from the same storage tank for all driving segments.

Procedure
Each test vehicle ran a baseline segment, in which the truck was equipped with the control lubricants, and three test segments, in which it was equipped with test lubricants. The control vehicle concurrently ran each driving segment using control lubricants.

Conditions including speed, tire pressure, headlight and fan use and window openings were held constant between all vehicles in each driving segment. Finally, testing proceeded only if wind direction, wind speed and temperature were within test parameters.

Results
The weight of fuel consumed by each test vehicle and the weight of fuel consumed by the control vehicle in each driving segment were used to determine the percentage of fuel saved and the percentage fuel efficiency improvement obtained by the test lubricants. Results outside 2 percent of the norm were discarded.

Findings
The vehicles equipped with AMSOIL synthetic lubricants in the engines, transmissions and drive axles demonstrated up to an 8.2 percent increase in miles per gallon (MPG) over the MPG obtained by the vehicles equipped with the control lubricants.

Discussion
Test conditions were held close to ideal for maximum fuel economy. In many instances of less-than-ideal conditions, the synthetic test lubricants would have provided even more fuel economy improvement. For example, synthetics’ superior cold temperature fluidity provides a larger proportion of fuel savings in cold operating conditions.

Additionally, while the present study did not include analysis of wear control, wear control is an important issue with low viscosity lubricants and one fully addressed by AMSOIL through additional testing.

Traditionally, the benefit of improved fuel economy provided by low viscosity lubricants is offset by a penalty in wear control. Such is not the case with Signature Series and 3000 lubricants, as evidenced by Four-Ball Wear testing conducted by an independent laboratory (results shown on product labels) and a growing body of demonstration and on-road data.

For example, an ongoing fleet demonstration is providing evidence of the excellent wear control of Series 3000. Since January 1996, AMSOIL and a northern tier trucking fleet have been conducting a demonstration using Series 3000 in the 1996 Cummins N-14 ESP3 engines of five 1996 Kenworth class 8 trucks.

The trucks traveled 125,000 miles with-out an oil change and the rate of wear metal generation found in used Series 3000 samples was lower than that found in used control oil, Penzoil Long Life 15W-40, which is changed at 20,000-mile intervals.

Additionally, the viscometrics of the AMSOIL fluids provide a wear control benefit in cold temperature applications since low viscosity fluids flow more freely in cold temperatures than high viscosity fluids do. Oils that flow easily in cold temperatures provide faster post-startup wear protection in cold engines than do less fluid oils. They also provide easier starting and reduced battery drain.

Finally, AMSOIL product users are protected by the AMSOIL warranty, which, unlike warranties offered by other oil companies, is not limited by time or mileage and does not require user registration and approval. Try AMSOIL for the first time and it will be the last time you use other brands.

New PI Formulation Provides Unsurpassed
Fuel Economy and Performance

Today’s fuels vary in quality and additive treat levels from the refinery. Although a certain level of detergent additive is required by law to be formulated into gasoline, cost restrictions cause refineries to use low quality additives in the lowest additive concentration (LAC), a level insufficient to prevent deposit accumulation. Deposits accumulate on fuel injectors, intake valves and combustion chambers within just a few thousand miles, disrupting spray patterns, affecting electronic sensors and causing a multitude of problems.

Fuel system deposits result in the following:
• Lost fuel economy
• Lost power and poor throttle response
• Failed emission tests
• Poor drivability - surging, hesitation, stalling, rough idle
• Engine knocking (pinging) and rap
• Difficult starts

The newly formulated AMSOIL PI Performance Improver is the most potent gasoline additive available today. As a concentrated detergent, it is unsurpassed in cleaning combustion chamber deposits, intake valve deposits and port fuel injector deposits, eliminating the need for expensive fuel injector cleaning procedures. It is ideal for use prior to emissions inspections, and it helps maintain peak engine efficiency, fuel economy, power and drivability in newer low mileage engines. In engines with accumulated deposits, testing showed AMSOIL PI provided the following clean-up benefits after only one tank of gasoline:

• Improves fuel mileage an average of 2.3% and up to 5.7%
• Reduced emissions
• hydrocarbons (HC) up to 15%
• carbon monoxide (CO) up to 26%
• nitrous oxides (NOX) up to 17%
• Restored power and performance
• Reduced need for costly higher octane fuel
• Reduced noise from carbon rap and pre-ignition
• Better drivability
• Smoother operation

The new PI formulation offers greater potency than the old formulation and delivers extra benefits, including increased fuel economy improvements, improved intake
valve and combustion chamber cleaning and lower emissions. Because it is recommended every 4,000 miles, rather than with every tank of gas, the new PI formulation is also more convenient to use. Its new smaller neck makes it easier to pour into the tank, and because the flip top has been eliminated, leakage is minimized.
Unsurpassed Deposit Clean-Up Port fuel injector deposits form after the engine has been shut down and there is no gasoline flowing through the injectors. During this "hot soak" period the injectors heat up and the gasoline remaining in the injectors degrades and forms deposits. This can happen very quickly with the use of poor quality gasoline and short trip driving. Because the clearances within the injectors are extremely tight and injectors must deliver precise amounts of "atomized" fuel, even small amounts of deposits can cause injectors to malfunction. Fuel flow is reduced and spray patterns are disrupted, decreasing engine efficiency, power and fuel economy, while increasing exhaust emissions.

Intake valve deposits form on the intake side or back side of the valves. As deposits increase, they restrict airflow and alter airflow patterns in the cylinder. The deposits disrupt the balanced air/ fuel ratio by momentarily absorbing and releasing fuel, and they can cause valve sticking by getting in the way of the valve stem and guide. Deposits also restrict proper seating, and the valves may be burned. Intake valve deposits cause lost engine power, increased emissions, poor engine efficiency and potential valve failure.

Combustion chamber deposits form on the top of the pistons and on the cylinder heads. They increase compression and absorb heat during combustion to later release it during the intake cycle. In some engines with tight squish domes, combustion chamber deposits cause the piston to hit the cylinder head. This is referred to as combustion chamber deposit interference or "carbon rap." Combustion chamber
deposits also flake off as they get large, and these flakes can get trapped between the valves and valve seat, resulting in compression loss, difficult starting and rough idle.

Higher compression and stored heat cause increased intake fresh charge temperatures and the increased likelihood of pre-ignition "knock" or "pinging" when the fuel spontaneously combusts prior to spark ignition. This increases emissions and may cause engine damage. Many of today's cars have "knock" sensors that adjust spark timing to prevent knock. Although audible knock is controlled, power is lost from retarded timing. Higher octane fuels of 4-5 octane numbers can be used to help prevent knock, an effect called "octane requirement increase." As a vehicle ages, more
expensive higher octane fuel is needed to keep it operating
at peak performance. By cleaning combustion chamber deposits, knock is controlled, power is restored, fuel economy increases and higher octane fuels are less necessary for peak performance.

Maximum Fuel Economy
AMSOIL PI maximizes fuel efficiency by dissolving and removing fuel system deposits and other contaminants for improved power and overall performance. Although the new PI formulation costs slightly more per bottle than the old formulation, its more powerful potency saves money in the long run. For example, in a vehicle with a 20-gallon tank receiving 20 miles per gallon, the new PI costs 15% less over the course of 4,000 miles. The old PI formulation treated fuel at a rate of one oz. per 10 gallons of
gasoline. A vehicle receiving 20 MPG consumes 200 gallons of gas and 20 ounces of the old PI over 4,000 miles, equating to a $9.81 suggested retail cost for the 20 ounces
of PI necessary for 4,000 miles ($7.85 suggested retail per 16-oz. bottle when purchased by the case). Similarly, only one 12-oz. bottle of new PI is recommended per 4,000 miles of driving, equating to a suggested retail cost of $8.60 when
purchased by the case. Additionally, old PI required an initial clean-up dose of six ounces per 10 gallons of gas, further increasing its cost. Owners of vehicles receiving
less than 20 MPG save even more by using the new PI formulation.

PI Product Improvements
• Unsurpassed combustion chamber clean-up
• Increased fuel economy improvement
• More powerful cleaning agents for better overall performance

New Recommendations
Treat one full tank of gas every 4,000 miles or 100 hours of service. One bottle treats 20 gallons of gas. Do not treat and run more than 40 gallons of gas per treatment. PI helps pass emissions tests. Treat gas, run that tank and fill up again prior to test. Safe for use with catalytic converters, oxygen sensors, oxygenated gas and 10% ethanol blended gas. Ideally, PI should be poured into the tank prior to filling it up with gas, but it will mix thoroughly when added after fill-up through normal agitation from driving.

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