P ag e 1

V E H I C L E

O I L & F U E L

content

T h e i m p o r t a n c e P . 2

C a u s e s P . 3 - 4

I n s t a l l a t i o n P . 4

c o n c e p t P . 5

T h e s e t P . 6

M a i n t e n a n c e p . 7

B E N E F I T S p . 8

I n s t a l l a t i o n p . 9

D e t a i l e d b e n e f i t s

p . 1 0

T e s t p r o o f s o f

l o w e r i n g e x h a u s t

e m i s s i o n s & f u e l

c o n s u m p t i o n P . 1 1

E n g i n e h y g i e n e P . 1 2

I n d e p e n d e n t

c o m m e n t s p 1 3

W h y c h a n g e o i l P . 1 4

S A M P L E S O F

C L E A N E D O I L P . 1 5

D o e s o i l w e a r o u t ?

P . 1 6

C O M P O N E N T L I F E

E X T E N S I O N P . 1 9

S o o t e x p l a i n e d P . 1 7

R o i R e t u r n o f

i n v e s t m e n t p . 1 8

W a r r a n t y e x p l a i n e d

p 2 0 - 2 1

Kleenoil UK

FENTON LANE

LEEDS LS25 6EZ

TEL 01977 682810

FAX 01977 685457

E MAIL

sales@kleenoil.co.uk

www.kleenoil.co.uk

contact

P ag e 2

Modern , state of the art engines work with less tolerance to contami-nation, yet still use standard filtration at levels that don’t meet their own demand,... reinforcing the importance of using additional micro filtration now more than ever before ...

Kleenoil has been offering by pass filtration for

over 40 years: and never, at any point, has its demand been so

palpable as now: with the ability of cellulose depth filtration to

remove all water and contaminant down to 3 micron absolute

( 1 micron relative ) it can encompass so many present problems in

fuel and oil operation to offer an engine with reduced contamination,

longer lifetime , less downtime, less maintenance, lowered emissions.

improved fuel consumption and consequently an impact on lowering

your company's carbon footprint.

A revolution in engine oil and fuel cleanliness

P ag e 3

In 2013 the need for micro filtration in the engine has never been so important Why ?

EURO 6 has hit the U.K … All vehicles equipped with a diesel engine will be required to substantially reduce their emissions of ni-

trogen oxides as soon as the Euro 6 standard enters into force. emissions from transport will be capped at 80 mg/km (an additional reduction of more than 50 % compared to the Euro 5 standard). Combined emissions of hydrocarbons and nitrogen oxides from diesel vehicles will also be re-duced. These will be capped at 170 mg/km . The Euro 6 standard will come into force on 1 September 2014 for the approval of vehicles.

COMMON RAIL … Modern high pressure common rail fuel injection (HPCR) systems for diesel engines have extremely de-

manding filtration requirements. Today, HPCR systems can operate at pressures in excess of 2000 bar (29,000 psi), nearly four times the pressures of

high pressure hydraulic systems. Clearances between moving parts are smaller than 5 μm, yet there must be free movement between the parts in order

to control injection events occurring on timescales measured in milliseconds. Dimensional changes in injector components due to wear or corrosion,

and sticking may adversely impact engine performance. A well designed fuel filtration system is essential to reliable operation.

EGR .. exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline and diesel en-

gines. EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. By feeding the lower oxygen exhaust gas into the intake, diesel EGR systems lower combustion temperature, reducing emissions of NOx. This makes combustion less efficient, compromising econo-my and power. The normally "dry" intake system of a diesel engine is now subject to fouling from soot, unburned fuel and oil in the EGR bleed, which has little effect on airflow but can cause problems with components such as swirl flaps, where fitted. Diesel EGR also increases soot produc-tion, though this was masked in the US by the simultaneous introduction of diesel particulate filters. EGR systems can also add abrasive contaminants and increase engine oil acidity, which in turn can reduce engine longevity. Though engine manufacturers have refused to release details of the effect of EGR on fuel economy, the EPA regulations of 2002 that led to the introduction of cooled EGR were associated with a 3% drop in engine efficien-cy, bucking a trend of a .5% a year increase.

BIOBLENDS …. Many diesel users are not often aware that the fuel they use has a 5% bio blend as a government legislative. Bi-

odiesel can be used in pure form (B100) or may be blended with petroleum diesel at any concentration in most injection pump diesel engines. New extreme high-pressure (29,000 psi) common rail engines have strict factory limits of B5 or B20, depending on the manufacturer. Biodiesel has differ-ent solvent properties than petrodiesel, being naturally more aggressive. Biodiesel has been known to break down deposits of residue in the fuel lines where petrodiesel has been used. As a result, fuel filters may become clogged with particulates. The largest concern is that any biofuel attracts water , and water in fuel attracts further problems …...

A revolution in engine oil and fuel cleanliness

P ag e 4

Continued ...

ASPHALTENES… are currently the most common diesel fuel contaminant, as a chemical reaction to air and water

in diesel fuel, the consequence is a slimy dark residue of precipitant that settle on the bottom of the tank to build up enough to clog fuel filters and injectors, long term storage will cause further deterioration resulting in poor combustion and smoking exhausts.

DIESELBUG … the composition of diesel with biofuel attracts enough water to induce microbial growths of over

100 different types, all of which create an excrement depositing in to the fuel and causing the same problems as asphaltenes of clogged injectors and filters. When diesel fuel had a higher sulphur content this would prevent the microbial growth, but current ultra low sulphur diesel regulations now result in lowering the prevention.

ULSD ….. As a way to reduce particulate matter, ultra-low-sulphur diesel (ULSD), with only 10 ppm or less of sulphur,

was mandated for use in most vehicles, sulphur provides a lubricity to oil and in diesel engines, having enough ”lubricity” in the fuel is critical – without it, the engine would grind itself to a premature death. A lot of mixed publicity has been given to ULSD because the process of removing sulphur from diesel fuel also removes much of the fuel’s lubricity, causing wear between moving parts.

DPF … .A diesel particulate filter (or DPF) is a device designed to remove diesel particulate matter or soot from the exhaust

gas of a diesel engine. Wall-flow diesel particulate filters usually remove 85% or more of the soot, and under certain conditions can attain soot removal efficiencies of close to 100%. Some filters are single-use, intended for disposal and replacement once full of accu-mulated ash. Others are designed to burn off the accumulated particulate either passively through the use of a catalyst or by active means such as a fuel burner which heats the filter to soot combustion temperatures; engine programming to run when the filter is full in a manner that elevates exhaust temperature or produces high amounts of NOx to oxidize the accumulated ash, or through other methods. This is known as "filter regeneration". Cleaning is also required as part of periodic maintenance and some systems can be very expensive as a retrofit.

The conclusion : modern , state of the art engines work with less tolerance to contami-

nation, yet still use standard filtration at levels that don’t meet their own demand,.. So rein-forcing the importance of using additional micro filtration now more than ever before ...

A revolution in engine oil and fuel cleanliness

P ag e 5

If a full flow filter were dense enough to keep your oil clean, (as dense as the

Kleenoil cartridge), it would restrict the oil flow to the point of engine shut‐

down.

Because main flow oil filters cannot be restrictive, they can only filter particles

down to around 25 to 40 microns.

The tolerances between the moving parts in your engine are around 3 microns.

Therefore the particles in your oil between 25 and 3 microns create the friction

and wear in your engine.

There are two reasons you change your oil:

Firstly, because it is ‘dirty’ and contains wear metals and containments that

are not filtered out by the full flow filters.

Secondly, because the additive package has depleted and the integrity of the

oil is no longer suitable for continued use.

You change oil in an attempt to keep it as clean and refreshed as possible.

Particles from 20 microns down to 5 microns are those responsible for up to

60% of all engine wear.

Summ aris in g

T he difference from

s tan dard filt r ati on

The Kleenoil Bypass Filter System

passes only a small portion of the

total oil flow through a very dense

filter cartridge.

At a slow speed, it is possible to

remove particulate down to 1 mi-

cron (3 absolute).

removes 99.95% of all water.

Concept explained

P ag e 6

The complete filtration package Installing Kleenoil as a complete filter package on to the oil and fuel

will address complex modern day issues of Common Rail , EGR, and

general engine hygiene for an affordable initial outlay of much less

than 30% of the cost of an average trucks fuel tank fill.

Thereafter we would suggest an agreed routine oil cartridge change to

tie in with the users own maintenance schedule,

along with a fuel cartridge change of twice yearly,

& a complete maintenance of

oil/standard filter and Kleenoil change once yearly.

Savings are made on standard oil changes, full flow filter changes, car-

tridge changes, lowered fuel consumption, reduced engine wear result-

ing in less component replacements and reduced labour with fewer

downtimes.

DIESEL FUEL IN ONE PASS BEFORE/AFTER

(on initial fitment)

KLEENOIL FUEL & OIL SET on vehicles

This Volvo B7 engine was run-

ning on the fuel heavily con-

taminated in particulate, and

instantly on fitment the feed

turned to the clear .. There is

little left to convince any opera-

tor as to which fuel their engine

should operate with...

P ag e 7

Standard maintenance scania euro 6 (recommended maintenance aprx 37k)

Standard Scania oil sump = 40 ltr ? / Oil filter = ? / Fuel filter = ? / Downtime/labour = ? /Fuel tank capacity 1370/1500

Kleenoil maintenance is one cartridge : 10 mins labour, clean disposal.

KLEENOIL FUEL & OIL SET suggested maintenance

Maintenance with

Kleenoil based on

commercial doing

12,000 mile per mth

Mth 1 Mth 2 Mth 3 Mth 4 Mth 5 Mth 7 Mth 8 Mth 9 Mth 10 Mth 6 Mth 11 Mth 12 repeat

Oil and standard

filter change

£?

Standard Fuel

Filter change

£?

Kleenoil oil filter kleenoil kleenoil kleenoil kleenoil

Kleenoil fuel filter kleenoil kleenoil

Maintenance on com-

mercial doing 12,000

mile per mth

Mth 1

12k

Mth 2

24k

Mth 3

36k

Mth 4

48k

Mth 5

60k

Mth 6

72k

Mth 7

84k

Mth 8

96k

Mth 9

108k

Mth 10

120k

Mth 11

132k

Mth 12

144k

Repeat

156k

Oil and standard

filter change

£? £? £? £?

Standard Fuel

Filter change

£? £? £? £?

P ag e 8

KEY BENEFITS

Clean oil - Clean fuel REMOVES PARTICULATE<3 MICRON AND ALL WATER TO ENABLE FUEL/OIL TO BURN CLEANER..

OIL WILL LAST LONGER & STAY CLEANER TO PROLONG ITS ADDITIVE PACKAGE Clean engine CLEAN OIL AND FUEL THROUGHOUT THE ENGINES REDUCES WEAR Clean component's LESS WEARING PARTICLES RESULTS IN COMPONENTS LASTING LONGER Lowered emissions 35% * OPERATING CLEANER OIL AND FUEL OFFERS CLEANER AND MORE EFFECTIVE COMBUSTION ( SEE STUDY RESULTS)

Lower fuel consumption 5% * OPERATING CLEANER OIL REDUCES FRICTION AND IMPROVES FUEL EFFICIENCY BY 5%. BURNING CLEANER FUEL OFFERS

MORE EFFECTIVE COMBUSTION (SEE STUDY RESULTS)

Lowered Maintenance CHANGING TO A MORE EFFICIENT MAINTENANCE SCHEDULE

Lowered carbon footprint REDUCING OIL AND FUEL CONSUMPTION . REDUCING WASTE OIL AND FILTER DISPOSAL. EXTENDINE MACHINE LIFE WILL MEET RIS-

ING ENVIRONMENTAL OBLIGATIONS

Lowered Costs BY LOWERING OIL, FUEL, FILTER, DISPOSAL, AND LABOUR COSTS Enhanced monitoring ADDING THE ONLINE MONITORING GIVES PEACE OF MIND AND CONFIDENCE IN THE QUALITY OF YOUR ENGINE OIL.

Benefits of KLEENOIL FUEL & OIL SET on vehicles

P ag e 9

On engine oil systems :

Installed as a by pass by taking a feed

from a pressure point and returning back

into the sump, this then continuously

loops a feed of oil through the Kleenoil

whenever the engine/machine is switched

on very like a kidney dialysis machine.

For high pressure hydraulics or machines,

a pressure reducing valve is used to con-

trol the levels.

Constantly cleaning the oil down to <3

micron instead of the usual 40 micron of

a standard full flow filter eliminates any

abrasive particulate that will damage com-

ponents.

On engine fuel systems :

For fuel the unit is installed close to the

standard fuel filter with a wider port so as

not to restrict flow, but still allow for finer

filtration, so constantly cleaning just be-

fore the point of combustion.

Once installed,

On engines Kleenoil can offer a 1 in 10 oil change,

instead of changing oil and filters on your normal oil change frequency

:just change Kleenoil,

then every 10th time, or on MOT, whichever sooner,

change all 3 :

resulting in saving on 9 out of 10 oil changes.

This surmounts to tangible savings on oil, fuel and filters, but also the hidden

downtime and maintenance savings and long term component extension.

Engine Installation explained

In to Kleenoil

Return to engine/machine

P ag e 10

R em ov es wate r

Water is a buy product of the heating and

cooling of components in an engine so is al-

ways present in engine oil.

Diesel fuel contains sulfur which after com-

bustion small amounts of fuel will pass by the

piston rings and end up in the oil. The sulfur

will mix with the water resulting in sulfuric ac-

ids. Using the Kleenoil Filtration System will

remove all water down to less than 0.05%, re-

ducing the formation of sulfuric acid that will

cause accelerated wear to engine components.

Filters Down To 1 Micron

Dirt and wear metals are always present in Hy-

draulic and Engine oil. The reason that most

people change fluid is to get rid of the dirt and

contaminants. Standard OEM filters will filter

the fluid down to approximately 25‐40‐micron

in size. The most damaging particles in your

engine and hydraulic systems begin to occur at

3 micron sin size. Using the Kleenoil Filtration

System you will filter the fluid down to 1‐ mi-

cron (3 absolute) in size reducing the chance of

wear and ultimately reducing the number of

failures and rebuilds that would have needed to

be performed during the normal service life on

the unit.

Does not Remove Additives

Oil is typically made up of 85% base stock and 15% additives. The additives are sacrifi-cial in nature and are depleted over time as they are used. Additives include dispersants, detergents, oxidation and rust inhibitors, ex-treme pressure agents, acid inhibitors pour‐point depressants, metal deactivators, and an-tifoaming and gelling agents. While the Kleenoil Filtration System is removing dirt, contaminants, wear metal particles and water; it is not removing the oil additives needed for continued use as they are less than 1 micron in size.

Extended Oil Intervals

Oil can be run longer if it is kept clean, water removed and still maintains its additive pack-age. It is extremely important that when you extend oil drain intervals that you have a relia-ble oil analysis program that helps determine the integrity of your oil at each extension. History has shown us that with consistent oil analysis, the oil can be typically extended 5 to 10 times the regular interval. Other factors such as environment, duty cycle, application and make/model of equipment can vary the results.

Reduces Cost & Valuable Time

Servicing the Kleenoil Filtration Cartridge

takes much less time than a regular oil change,

especially if field servicing is required, and the

cost savings in labour and hard costs are sig‐

nificant. By simply changing the cartridge and

taking an oil sample, you can convert the regu‐

lar time consuming and messy oil drain,

including refill and disposal of used engine oil,

into a 5 minute task.

Good for the Environment

By extending the oil life by up to 10 times, the

direct benefits to the environment are:

• Less oil required to run same operation

• Less used oil to be disposed of

• Reduction in han‐

dling of oil ‐ reduc‐

ing likelihood of

spills and ground

contamination

Extends natural

oil resources

available for fu‐

ture use

Benefits in detail

P ag e 11

FUEL CONSUMPTION LOWERING BY

INSTALLING KLEENOIL JUST ON THE

OIL SYSTEM … NOT ON FUEL ...

A bus engine fuel consumption study by G. Andrews, et al.

of the University of Leeds provides evidence of the benefit

associated with cleaner oil on fuel economy in an actual

road trial.4 It was noted that the Cummins engine’s fuel

efficiency increased 2 percent to 3 percent when a six-

micron by-pass filter was used along with a full flow

filter. The study spanned 50,000 miles of service. The fuel

consumption was calculated based on detailed fuelling rec-

ords from the fleet.

In a similar study reported by the same authors using by-

pass filtration, a 5 percent to 8 percent reduction in fuel

consumption was achieved on a 1.8 liter Ford passenger

car IDI diesel engine.

A study reported by J. Fodor and F. Ling of the Research

Institute of Automotive Industry-Budapest and published in

Lubrication Engineering magazine found a sharp improve-

ment in fuel economy in a six-cylinder diesel engine fitted

with improved filtration. By reducing oil contamination by

98 percent, not only was a nearly 5 percent reduction in

fuel consumption achieved but wear and friction were re-

duced by 93 percent and 2.9 percent respectively.5

Independent Test Proofs of lowered Exhaust Emissions & fuel consumption

Tests were taken by The South African University of Johannesburg Chemical

Engineering Technology Dept on ‘post’ fuel filtration down to the 3micron abs.

The full report is available—but to conclude :

CONCLUSIONS

The results show a significant reduction of emissions on all the vehicles after fit-

ment of a micron filter. Based on the test it is evident that the 35.3%,

26.1% and 34.3% average reduction in carbon monoxide, nitrogen

oxides and un-burnt hydrocarbon respectively was as a result of mi-

cron filter use. Previous test results conducted by the South African Bureau of

Standards (SABS) on the same filter have also shown a reduction in nitrogen ox-

ides and particulate matter (PM). When large numbers of particles are passing

through pumps and injector tips, cavitation occurs causing erosive wear and in-

creasing nozzle size. This leads to larger fuel drop sizes and dirt particles becom-

ing trapped in the mating surfaces of the sealing areas of the injector tips, keep-

ing them apart. Leaking and dribbling subsequently occur. Wear between barrel

and piston occurs sometimes, resulting in seizure or reduced injection pressure

and poor atomisation. The effects of these various problems are the main cause

of inefficient combustion and subsequent emissions. Post-filtration of diesel us-

ing a Micron filter ensures uniform fuel flow through the injectors resulting in

efficient combustion, optimum pressure and ignition temperatures and emis-

sions.

RECOMMENDATIONS

The reduction in un-burnt hydrocarbon observed from these tests suggests an

improved fuel utilisation in the engine, this need to be investigated under con-

trolled conditions to validate if the filter has fuel economy benefits.

The Micron filter is designed for micro-filtration, the filter media may be slightly

modified to perform simultaneous molecular filtration since the filter has a larger

active filtration area. The claims around fuel consumptions reduction would need

to be further tested and verified in a controlled environment. The reduction in

total un-burnt hydrocarbons in the emissions would theoretically suggest im-

proved fuel Economy

P ag e 12

Particle size

The micron rating of a filter represents the size

of particle that the filter can remove from the

fluid passing through it. Most filters are based

on 80% efficiency.

Rating

A measure of the pore size in the filter media ex-

pressed as either nominal or absolute,

Nominal relate to the percentage of particles at a

given size that the filter can capture, so 10 mi-

crons at 90% means it will remove 90% of parti-

cles at 10 micron in size.

Absolute refers to removal of ALL particles at a

given size and larger, so 20micron absolute indi-

cates that 100% - all particles of 20 micron and

greater will be captured.

Fact :

Particles can only be measured accurately

down to 2 micron.

Performance

Some by pass filtration companies are ‘brave’

enough to claim 1 micron—this just isn’t an ac-

curate measurement.

In layman terms—Particles can be any size or

shape from little balls to long sticks, and pass-

ing through fine media will allow some of these

particles to take several passes before being

trapped !

by absorption and by adsorption in a continuous

recycling process long fibres of the cellulose

attract the water formed either through the com-

bustion process or by condensation and absorb

it like a sponge, at the same time rejecting the

large oil molecules.

For excessive cases Kleenoil can remove water

using the mobile units in larger volumes, but

requiring higher cartridge change intervals. We

can also supply a specific skirted cartridge to

contain swell allowing for easier removal.

Speak to a Kleenoil representative for advise on

your particular case.

Hygiene IS IMPERITIVE

OILS

Most quality engine and hydraulic oils will keep

solid contaminants (such as sludge) in suspen-

sion to a particle size of 3-4 microns. When the

particles combine to a size greater than this the

contaminant will fall out of suspension to be

deposited in the sump / tank or other areas of

the engine / hydraulic system, with resultant

detrimental effect on the qualities of oil and en-

gine / hydraulic system performance.

FUELS

To meet today’s demanding performance, emis-

sions and fuel economy requirements, the latest

generation of diesel engines use advanced elec-

tronic fuel injection systems with injection pres-

sures in excess of 35000 psi - 10 years ago in-

jection pressures rarely exceeded 3000psi. With

injector nozzle opening as small as 2-3 micron,

they are designed to deliver a precise quantity

of fuel, in a well defined spray pattern with an

injection cycle lasting around .005 second. To

achieve this reliably, clean fuel is vital.

Micron r atings

A micron is a

millionth of a meter

In common reference—

a human hair is 100 micron

Kleenoil cleans down to 3 mi-

cron absolute and all water ...

Water removal

Understanding importance of hygiene

P ag e 13

Does oil wear out? The US Government

states in the Bureau Standards Bulletin num-

ber 86, that NO,

“Oil does not wear out, it simply gets dirty

or contaminated”.

The U.S. Air Force says; “Despite the popu‐

lar notion that oil ‘breaks down’ or ‘wears

out’ and is unfit for further use, it’s perma‐

nent value has been well known to the

U.S.A.F. since WWar 1”

Lubrication Engineering, Vol.17, “Oil does

not wear out”

Standard Oil of New York; “Many times the

question has been asked ‘Does lubricating

oil wear out ?’ The question should be an‐

swered in the negative”.

Mobil Oil Technical Bulletin #863; “Oil

does not wear out, breakdown or other‐

wise deteriorate to such an extent that it

needs to be changed. It becomes contam‐

inated with water, acids, carbon particles

and sludge. The engine’s oil filter(s) can

only remove solid particles above a cer‐

tain size. It (they) cannot remove water,

acids, carbon particles or sludge all of

which pass through the filter(s) just as

readily as the oil.

Theory and Practice of Lubrication for En-

gineers, 2nd edition, P590 P591;

“Oil is like any mineral and cannot wear

out. Oil can become dirty and contami‐

nated but, like copper, iron or silver,

when they are reprocessed, they are as

good as new. Studies have shown that oil

actually improves significantly in it’s

lubricating qualities as it is exposed to

heat during use in the engine”.

“New oil right out of the can is not as

pure as one might think but

contains metallic and non metallic parti‐

cles in various amounts”.

Fact no. 1; When engine oil is replaced,

the new oil becomes dirty the moment

the engine is started. This

is because approximately 18% of the old

oil remains in the engine. The 18% old oil

instantly mixes with

the new oil and the contaminants from

the old oil are pumped through the en‐

gine.

Fact no. 2; Test results from engines

equipped with full flow filter elements

have shown that 4% of the oil

drained from the engines was solid parti‐

cles consisting of carbon, dirt and metal

particles.

Independent

comments Does oil wear out ?

Tribology

International,

1991, P329;

Oil cannot wear out

P ag e 14

Annual Engine

Oil Drains

change the oil every

3,000 miles ! …. words of wisdom run true for every

truck driver, heavy machinery op‐

erator at a cost that eats into their

profit and time. But as amazing and

impossible as it may seem, times

are changing, and the Kleenoil by‐

pass filtration unit makes us recon‐

sider and change our routine!

Kleenoil Filtration bypass filters

have made a big difference in the

wallets of operators of trucks and

heavy equipment. They rave about

their savings both in time and mon‐

ey, emphasizing their confidence in

and their respect for this highly ef‐

ficient method of cleaning the par‐

ticles and water out of their oil dur‐

ing the normal running time of the

engine.

Change your Oil regularly has been ingrained into every owner of a vehicle or

anything that has an engine that needs to be reliable for construction or

transport. Changing that ingrained belief to the concept that bypass filtration

works is very difficult to believe and to trust. However, if you break it down it’s

really simple to understand.

Oil is typically comprised of 85% base stock and 15% additives.

• There are two reasons you primarily change your oil. Because it’s dirty (contaminated) or

because the additive package has depleted beyond it’s useful life.

The base stock is primarily a transport medium for the additive packages that perform all

the critical functions. It also can assist with cooling of the system.

• The additive pack contains essential components to help fight contamination, prevent wear

metals and acid formation. Additives can include dispersants, detergents, oxidation and rust

inhibitors, extreme pressure agents, acid inhibitors, pour‐point depressants, metal deactiva‐

tors, and anti‐foaming and gelling agents.

These additives are sacrificial in nature, meaning once required they are used up and do

not exist any longer.

• By keeping the base stock clean, free of water (that helps form acid), drastically reducing

wear metals and soot circulating throughout the system, the additives last longer as they are

not required to perform as often as they would normally.

Oil changes explained

P ag e 15

The Kleenoil unit removes dirt particles down to 1 micron and totally removes water.

We state a 99.95% water removal as there is always heating and cooling occurring within a system and constant condensation

forming so we can never guarantee 100% removal, although oil that has just passed through the KLEENOIL cartridge will be 100%

free of free standing or emulsified water. The standard full flow filter on average only filters down to 40 microns leaving those

harmful particles floating around in your oil causing premature wear. The film of oil between two moving parts under load is nor‐

mally 3

microns, so a wide range of particles will bridge this film, causing metal to metal contact, resulting in friction, heat, and wear.

The Kleenoil Cartridge will Ensure No Particles above 3 microns pass back to the engine

(1 micron nominal)

Sample #1

Sample #2 Sam-

ple #3

Reduce engine wear..

Photo # 2 - sample of oil taken

from a test unit with 10

micron filtration.

Photo # 3 - sample taken from

the same source as Sample #1

after passing through a 3

micron Filtration System

Photo #1 - sample of oil taken

from a power steering unit of

a large commercial scraper

P ag e 16

SAE Technical Article on Diesel Engine Wear with Spin On and Bypass Lube Oil Filters

By O.H. Phillips and P.D Lane, Fleetguard Inc. and M.C. Shadday, Cummins Engine Co.

• “Our analysis of the data revealed that rod bearing wear was reduced 89% with the bypass

filtration unit.”

• “Main bearing wear was reduced 93% with the bypass filtration unit.”

• “Ring wear was reduced 83% with the bypass filtration unit.”

• “Oil analysis revealed that a 98% reduction in silicon levels of samples taken from the by‐

pass filtration test…..similarly the wear metal levels were 84% lower for the bypass filtration

test.”

Summary and Conclusions from the test

1. Engine wear was directly related to the degree of filtration of the bypass and full flow filters

and the levels of abrasives left in the oil.

2. The use of the combination full flow and bypass filtration systems can reduce the wear rate

to less than ½ that resulting from only using a full flow filter system.

3. Due to extended engine life with the use of bypass filters, the extra cost of installing and

maintaining the bypass filtration system is recovered many times over, providing the lowest

total cost for the engine user. .

Reducing wear..

Particle size

The micron rating of a filter represents the

size of particle that the filter can remove

from the fluid passing through it. Most fil-

ters are based on 80% efficiency.

Rating

A measure of the pore size in the filter media

expressed as either nominal or absolute,

Nominal relate to the percentage of particles

at a given size that the filter can capture, so 10

microns at 90% means it will remove 90% of

particles at 10 micron in size.

Absolute refers to removal of ALL particles at

a given size and larger, so 20micron absolute

indicates that 100% - all particles of 20 micron

and greater will be captured.

Fact :

Particles can only be measured accurately

down to 2 micron which is why we quote 3

micron absolute, although we know it will

take down to 1 micron nominal.

Micron r atings

A micron is a

millionth of a meter

In common reference—

a human hair is 100 micron

P ag e 17

Soot, which is also known as particulate matter, is a normally oc-

curring byproduct of incomplete fuel combustion that takes place

in gasoline as well as diesel engines.

Soot particulates in general are small in size and shape (less than .05 microns).

For reference, diesel engine soot particles are about 1/30 the size of a human hair.

The individual soot particles aren’t much cause for concern because the majority leaves through

exhaust but some will end up in the engine oil as it passes the cylinder rings. Once in the engine oil

however, soot can cause engine damage as it accumulates into larger and larger particles that can

cause wear on the internal engine parts like fine grains of sand.

Engine motor oil does contain dispersants designed to reduce the likelihood of this happening but

in conditions where soot is much higher (i.e. EGR engines or poor fuel mixtures) the dispersants just

can’t keep up with the soot build up.

High soot load conditions lead to loss of oil dispersancy as an oil’s dispersant additives are con‐

sumed. As dispersancy is lost, soot particles accumulate and form larger particles that build up on

engine surfaces. This build up of soot and sludge will eventually slow and impede oil flow. Soot and

sludge build-up can also form on oil filters, which over times will block oil flow and allowing dirty

oil back into the engine since the

engine oil filter can’t work when it is clogged or impeded. In addition, high soot levels within a mo‐

tor oil increase its viscosity, further impeding oil flow and increasing engine wear.

Anti‐wear additive performance is also affected in high soot conditions as additives are gradually

removed from the oil by adsorption to soot particles, leading to increased wear and premature en‐

gine failure.

When soot conditions are especially high, carbon particles can form on the piston ring grooves,

causing degradation of the oil seal between the ring and cylinder line and abrading the ring and lin‐

er. As the gap between the ring and liner increases, combustion by-products such as gases and un‐

burned fuels blow into the crankcase, a problem known as blow‐by, eventually causing expanding

gases to lose ability to push the piston down and generate the power necessary to propel the vehi‐

cle. Horsepower is lost and fuel efficiency decreases. Ring sticking and poor heat transfer from the

piston to the cylinder can result.

formation

Soot explained..

Excessive soot formation in

oil occurs from many differ‐

ent things: poor fuel spray

patterns, worn out

piston rings, clogged or dirty

injectors, idling, as well as

incorrect air to fuel mix‐

tures.

A faulty fuel nozzle may

spray more fuel than de‐

sired, increasing the fuel‐to‐

air ratio and causing incom‐

plete combustion and

soot accumulation, or the air

filter may become clogged,

decreasing air supply and in‐

creasing the fuel‐air ratio.

.

P ag e 18

The return on investment for installing the

KLEENOIL units depends greatly on the

size of the fleet, operating costs, environ‐

ment, location, installation specifics, labour

rates among various other factors.

The KLEENOIL units were designed and are

marketed to allow the typical customer to

be able to install the units and get a return

on increment within a 12 month period.

This allows the customer to use their oper‐

ational budget for oil, filters, labour and

downtime and re‐distribute those funds

already in this years maintenance budget to

installing the KLEENOIL units and regain‐

ing costs within the same fiscal year.

The second year of operating the KLEENOIL

units will show a dramatic savings now that

the systems have been paid for.

For engines it depends on the frequency of

oil change and what you are paying for your

servicing.

For hydraulics, many customers can receive

an immediate ROI

Hydraulics – immediate ROI

Hydraulic oil does not play the

same role as engine oil in it’s appli‐

cation. While engine oil has approx.

15 % additives, you might expect

most hydraulic oil to contain about

1.5% additives. So therefore, hy‐

draulic oil is mainly base stock.

While the additives play an im‐

portant role, they do not have to

fight soot and other contaminants

that you would find in a diesel en‐

gine. Hydraulic oil additives com‐

prise mostly of antirust, anti‐

foaming and anti‐wear agents and

the main function of the base stock

is to cool the system.

These additives are not as sacrifi‐

cial or used as much as an engine

application so the oil can be

‘refreshed’ back to life in a majority

of cases.

1. Contaminants –

which cause 80% of all hydraulic

issues.

(KLEENOIL will de‐contaminate

quickly)

2. Water –

(removed by KLEENOIL cartridges)

3. Heat –

(KLEENOIL reduces heat by reducing

contaminants circulating through

pumps)

The great news is that you can install

the KLEENOIL units on DIRTY HY‐

DRAULIC FLUID that is ready to be

changed. Instead of spending the al‐

ready budgeted money on new hy‐

draulic oil, install a KLEENOIL unit

and within 80 hours of operation your oil

will be CLEANER THAN THE NEW BULK

TANK OIL YOU WERE ABOUT TO PUT IN !

Return

of investment

‘Roi’

The 3 biggest enemies to a

hydraulic system are:

P ag e 19

Extending oil drain intervals will not void engine manufacturers’ war‐

ranties. While it is a common concern, it is not true. Engine warranty

covers defects in material or workmanship only. Manufacturers pro‐

vide suggested drain intervals for their engines, but there are so many

different applications and conditions that these suggested drain inter‐

vals are only guidelines.

Oil analysis is taken regularly to show that your oil is within specifica‐

tion, you cannot legally be held responsible for an equipment failure

simply based on the number of miles or hours on the oil.

How long can oil drain intervals be extended?

Our conservative recommendation for extending the oil change inter‐

val in a diesel engine, is 4‐5 times your normal base interval. Howev‐

er, the best answer is to let the oil analysis tell you when to drain and

Kleenoil can help you set safe guidelines as to when the oil might be

approaching limits that indicate the oil is no longer good for contin‐

ued use. When should we change the bypass fuel filter ?

Our recommendation would be 6 monthly—the volume of dirt is not

as considerable as the oil side—so the cartridges can be just changed

on a half yearly cycle, and we recommend doubling the standard fil‐

ters lifetime.

Oil breakdown

Extending drain intervals..

Oil degradation can be recognized by

an increase in viscosity and a de‐

crease in TBN. It is caused by con‐

tamination with water, combustion

by‐products and acids. Viscosity can

also be increased by the introduction

of soot and dirt. The Kleenoil filtra‐

tion system removes soot and dirt

down to 1 micron in particle size and

100% of normal water contamina‐

tion. This eliminates the formation of

acids. Thus the viscosity and TBN lev‐

els are maintained within specifica‐

tion therefore degradation or “oil

breakdown” is virtually eliminated.

Will heat cause degradation or “oil

breakdown”? Not in a normal operat‐

ing engine. The CF‐4 oils were

formulated for increased thermal sta‐

bility. Normal engine temperatures

rarely exceed 260 degrees. This

is many degrees lower than would be

necessary to cause degradation.

.

Oil changes explained

P ag e 20

CHRYSLER

Certain changes that you might make to your truck do not, by themselves, void the warranties described in this booklet. Examples of some of these

changes are: installing non-Chrysler parts, components, or equipment. 1997 Warranty Information supplement to Dodge

GENERAL MOTORS

If a Chevrolet part fails due to a defect in material or workmanship not related to (on aftermarket products) or the labor to install it. Chevrolet would be

responsible for covering the failed part. Chevrolet Customer Assistance Center

JOHN DEERE

The mere installation of a bypass filtration system on a John Deere engine will not automatically void the engine warranty. However, the engine war-

ranty will not apply if the installation and use of a bypass filtration system or any other aftermarket product on a John Deere engine causes engine fail-

ures or problems.

The John Deere engine warranty solely applies to defects in John Deere material and/or factory workmanship. Therefore, if such a defect is observed,

John Deere has the responsibility to repair or replace these parts and components as specified in the applicable warranty statement.

FORD MOTOR

Per the Ford Owner Relations Division: “Ford Motor Company only recommends the use of genuine Ford certified filters and maintenance items on

Ford products. When auxiliary devices, accessories, and/or consumables (filters, oil and fuel additives, synthetic oil, catalyst, etc., ) made by other

manufacturers are used on Ford products, the Ford warranty is not affected simply because of their use. The Ford warranty continues to cover defects

use by our material and workmanship. Failures results from the installation or usage of other manufacturers’ products are not Ford factory defects, and,

therefore, are not covered by Ford warranty. Ford Motor Company is not in a position to evaluate the many auxiliary devices, accessories, and con-

sumables promoted by other manufacturers and their potential impact on Ford products. Installation or use of such items is, therefore, at the discretion

of the equipment owner who assumes all risks for the effects resulting from their usage. This position should be made clear to customers/owners of

Ford equipment whenever a proposal or inquiry concerning the use of non-Ford auxiliary/devices, accessories, or consumables is received from them.”

CUMMINS

Cummins, Inc. neither approves nor disapproves any product which we do not manufacture or sell. The use of non-Cummins products is at the discre-

tion of the end-user, and any problems attributed to these products would not be recognized as a Cummins responsibility. Our warranty covers defects

in workmanship and/or material as manufactured and sold by Cummins; therefore, the use of any product sold in the marketplace not manufactured by

Cummins would not affect our warranty. However, any engine performance problem or failure caused by products or components not manufactured or

sold by Cummins is not considered by Cummins as a warrantable type of failure.

Excerpts from Manufacturers Warranties

P ag e 21

VOLVO TRUCKS

With reference to your telephone inquiry regarding the use of bypass filtration systems, we would confirm that the fitting or use of this product does not,

in itself, invalidate the warranty on the engine but we reserve the right to dislaim liability for failure which, in our opinion, can be attributed directly or

indirectly to the failure of any non-Volvo equipment fitted to the vehicle.

MACK TRUCKS

Our statement relative to the use of the PFS Filtration System is as follows: Use of products which we do not manufacture, sell, or recommend with

Mack vehicles does not, in and of itself, void Mack warranty coverage. However, if the use of such product(s) results in a failure directly or indirectly of

a Mack component or adversely affects operation of the vehicle, we would not accept responsibility under the terms of our warranty.

DAIMLERCHRYSLER

DaimlerChrysler’s position concerning the installation of non-DaimlerChrysler parts remains unchanged. The following quote is from our 2000 Car and

Truck Warranty Information Book: “Certain changes that you might make to your vehicle do not, by themselves, void the warranties....Nor do they (the

warranties) cover the costs of any repairs or adjustments that might be caused or needed because of the installation or use of non-DaimlerChrysler

Motors Corporation parts, components, equipment, materials, or additives.”

PERKINS ENGINES

The Perkins Warranty is not affected simply because of the use of another manufacturer’s auxiliary device. The Perkins Warranty covers defects in ma-

terial and workmanship provided by Perkins Engines. A customer may choose to use any of these devices without affecting its Perkins Warranty.

Should there be a failure on the Perkins Engine or a malfunction on the engine attributed to an aftermarket device, the warranty could be voided.

NAVISTAR INTERNATIONAL

The position on using aftermarket products on Navistar’s engines is as follows: “Navistar only recommends the use of genuine Navistar filters and

maintenance items on Navistar products. When auxiliary devices, accessories, and/or consumables (filters, oil and fuel additives, synthetic oil, catalyst,

etc..) made by other manufacturers are used on Navistar products, the Navistar warranty is not affected simply because of their use. The Navistar war-

ranty continues to cover defects used by our material and workmanship. Failures resulting from the installation or usage of other manufacturers’ prod-

ucts are not Navistar factory defects, and, therefore, are not covered by Navistar warranty.

Navistar is not in a position to evaluate the many auxiliary devices, accessories, and consumables promoted by other manufacturers and their potential

impact on Navistar products. Installation or use of such items is, therefore, at the discretion of the equipment owner who assumes all risks for the ef-

fects resulting from their usage. This position should be made clear to consumers/owners of Navistar equipment whenever a proposal or inquiry con-

cerning the use of non-Navistar manufactured auxiliary devices, accessories, or consumables is received from them

Excerpts from Manufacturers Warranties

P ag e 22

P R O D U C T C A T A L O G U E

Kleenoil UK

FENTON LANE

LEEDS LS25 6EZ

TEL 01977 682810

FAX 01977 685457

E MAIL

sales@kleenoil.co.uk

www.kleenoil.co.uk

contact