Application Guide
None of the range of Nulon products is suitable for use in the lubrication system of refrigeration compressors because the carrier oil in Nulon products is not capable of operating at the extremely low temperatures the oil may come in contact with in refrigeration systems. Also, the base oil used in Nulon products is petroleum, which is not compatible with PAG, polyalkyl glycol lubricants, now being used quite widely in refrigeration as a lubricant.
A piston aircraft engine is no different technically to any other air-cooled engine. Generally speaking we cannot recommend Nulon engine treatments for use in aircraft engines because products must have approval by relevant aviation safety authorities such as the FAA in the US. There is one exception. Nulon has developed a product in Australia, named Nulon A35 Aircraft Engine Treatment. The Australian aviation authority, CASA, has approved Nulon A35 for Lycoming and Continental piston engines of less than 1,000 cubic inch capacity.
Lubrication of air-cooled engines is no different to that of water-cooled engines. However, the lubricant used in air-cooled engines is more heavily relied upon to dissipate heat generated by combustion than in water-cooled engines. Nulon will reduce the temperature build-up within air-cooled engines by reduced friction, so the build-up of heat is not as great, thus providing a better environment for the oil to perform. Also, because of the PTFE in Nulon Engine Treatments, combustion heat transfers more readily from the piston skirt, through the cylinder wall to the cooling fins, due to greater surface contact. Treat air-cooled engines in the same manner, with the same products as recommended for a water-cooled engine.
4) ANTI-FREEZE/ANTI-BOIL - REF: COOLING SYSTEMS (AUTOMOTIVE)
Some vehicle manufacturers are specifying the use of automatic transmission fluid (ATF) in their manual gearboxes. ATF is much less viscous than conventional "extreme pressure" (EP) gear oils and consequently aids the overall fuel efficiency of the vehicle. This and lighter, easier gear changes are the advantages. The disadvantage of using ATF is premature wear due to the lack of EP additives and lower film strength of the lubricant. The use of Nulon Manual Gearbox & Differential Treatment (G70) is particularly desirable in these gearboxes to increase the film strength and extreme pressure characteristics of the ATF. (do not be confused and use Nulon Automatic Transmission Treatment (G60) for this application).
An automatic transmission can be safely treated with Nulon Automatic Transmission Treatment (G60) according to the application rates marked on the bottle. It is recommended that if the transmission has not been serviced for 30,000 km or more to do so. Have the bands adjusted, the filter changed and a change of fluid before adding Nulon G60. G60 will not affect the operation of the clutch surface, provided the transmission is in good operating condition. Generally Nulon G60 is used as preventative maintenance with a view to reducing wear over the long term. G60 is very effective in reducing leaks and ensuring optimum operation of the valves, which are critical to smooth gear changes. G60 can be used as a means of diagnosis. As G60 is harmless to an automatic transmission, adding it to a transmission that is not operating properly will assist in deciding whether or not an overhaul is necessary. If G60 makes no improvement, then expensive repair work is the only course of action. On the other hand, if it is a simple problem such as sticking valves, G60 may well remedy the problem, thus saving the owner a significant amount of money.
7) BACTERIA / FUNGI IN DIESEL FUEL - REF: FUEL SYSTEMS
The Nulon range of lubricants is suitable for use with all types of bearings such as roller, ball, slipper and tapered roller bearings.
There is a misconception that lubricants containing PTFE will reduce friction to a point where the surfaces will become so slippery that bearing balls or rollers will slip and ultimately wear flat spots contributing to bearing failure. This phenomenon only occurs in situations where loads are extremely light or non-existent. Nulon has never seen such a case. Common sense tells us that if a roller or ball were to start slipping, this would cause friction and the bearing would immediately commence to rotate again.
10) B.M.C. VEHICLES WITH COMMON ENGINE AND GEARBOX LUBRICANT
It is quite safe to use Nulon E10, E20 and E30 in vehicles of this type. However, under no circumstances should Nulon G70 be added to the lubricating oil of an engine. As one 300ml bottle of product is designed to treat an engine only, it is wise to use two bottles instead. This will ensure there is sufficient PTFE to protect both the engine and the gearbox parts. The ideal way to treat a vehicle with an engine in good condition is to use E20 with each oil change. An old engine should be treated with E10 each oil change. Nulon E30 can be used but is not recommended, as after the E30 has been drained from the lubrication system, there are no residual particles of PTFE to act as a cushion for the gear faces in the gearbox, hence the recommendation for only Nulon E10 and E20 in vehicles of this type.
11) CETANE NUMBER OF DIESEL FUEL - REF: FUEL SYSTEMS
12) CAVITATION EROSION IN COOLING SYSTEMS - REF: COOLING SYSTEMS (AUTOMOTIVE)
A simple method of testing the effectiveness and the benefits of Nulon products is to do a compression test on an engine before treating with Nulon, and then after several hours of operation do a further compression test. Invariably, it will be found that the cylinder compressions have risen quite considerably and there will be less variation between the pressure readings. Experience has shown that an average engine of high mileage will improve cylinder pressures in the order of 8%.
Compressors of both reciprocating and screw types can be treated successfully with Nulon E20 or HP at the same rates as recommended for the treatment of engines. Treatments should be added with each oil change. Benefits are similar to those expected with an engine including reduced heat build-up, reduced power consumption, less time to build pressure and, of course, reduced wear.
15)
COOLANT - REF: COOLING SYSTEMS (AUTOMOTIVE)
For more information on this subject refer to Nulon
Fact Sheet No. 101
• Anti-Freeze/Anti-Boil
(AF/AB) has been used for many years to protect cooling
systems against damage due to extremes of temperature. In
some parts of the world coolant must stay fluid in ambient
temperatures of less than -40°C to avoid severe engine damage.
Many people who live in moderate climates, where the temperature
never goes below freezing point, believe it is not necessary
to use AF/AB. Years ago this may have been true, but modern
vehicles place tremendous pressure on cooling systems. Physically
small engines are producing high power output, which is
energy, and energy is heat. This heat has to be dissipated
to the atmosphere via the cooling system. Regardless of
climatic conditions many manufacturers are specifying AF/AB
in order to reduce the incidence of hot spot boiling and
cavitation. Hot spot boiling is where localised boiling
occurs when the coolant comes in contact with particularly
hot engine components, such as where the water jacket comes
near the exhaust ports of the cylinder head. The emphasis
here is to use a glycol based AF/AB whenever the manufacturer
(regardless of climatic conditions) specifies it. Nulon
Long Life Anti-Freeze/Ant-Boil (AF/AB) Coolant is perfect
for such applications. Nulon
Fact Sheet No. 101 also provides additional information
about cooling system care.
• Cavitation
Erosion of Cooling Systems
Cavitation erosion is quite common in diesel engines, particularly
those with wet cylinder liners. Because of continual flexing
of the liners due to the ever-changing pressures within
the cylinders, small bubbles occur in the space between
the liner and the cylinder block. When these bubbles burst,
they do so with a lot of force and the resultant energy
actually erodes the metal surfaces. Without proper cooling
system care, it is not uncommon to see cylinder liners that
have eroded right through allowing coolant into the cylinders,
which of course requires major overhaul. For more information
on cooling system maintenance, refer to Nulon
Fact Sheet No. 101.
• Cooling
System Maintenance
As greater demands are being placed on the cooling systems
of modern motor vehicles, cooling system maintenance is
becoming more critical. For information on this subject
refer to Nulon Fact Sheet
No. 101.
• Coolant
The word "coolant" is the single most misleading word when
it comes to cooling system maintenance. "Coolant" simply
means a liquid that provides temperature-transferring qualities.
It could be any liquid. Plain water could be described as
"coolant". So beware - the word "coolant" on a product does
not define its abilities accurately. Research the product
carefully to ensure it provides the qualities you require.
If in doubt do not use.
• Corrosion
(of Cooling Systems)
Cooling systems are becoming smaller, engines are producing
more power for their size and combustion temperatures are
higher than ever. Under-bonnet temperatures of modern motorcars
are reaching almost 200°C on a daily basis. Cooling
systems have to dissipate higher temperatures than ever
before. The higher the operating temperature of a cooling
system, the greater the risk of corrosion. It is imperative
that adequate protection be provided by use of an appropriate
corrosion inhibitor or Anti-Freeze/Anti-Boil product such
as Nulon's Ultra Cool (R45) or Long Life Anti-Freeze/Anti-Boil
(AF/AB). For more information about cooling system care
refer to Nulon Fact Sheet
No. 101.
• Radiator
Care
Modern cooling systems are smaller, lighter, have to dissipate
higher temperatures, and are made of more complex metal
alloys. Proper maintenance is essential to ensure long life
of cooling system components and efficient engine operation.
Bear in mind that the average cooling system circulates
around 6,000 litres of coolant per hour at 60 kilometres
an hour. For trouble-free radiator operation it is essential
to carry out some very basic periodic maintenance: Check
the radiator cap is the correct pressure rating and that
the seals are not damaged or cracked. Check the radiator
fins for damage or blockage. During country trips insects
and grasses may block the radiator fins.
• Radiator
Leaks
If a leak in a radiator, or anywhere else in a cooling system,
is not too large, a temporary repair can often be made by
using Nulon Radiator Stop Leak (R50). It should be emphasised
that use of Nulon R50 or any similar product is only a temporary
repair. The problem should be assessed and correctly rectified
as soon as possible by a qualified repairer.
17) COOLING SYSTEM MAINTENANCE - REF: COOLING SYSTEMS (AUTOMOTIVE)
All Nulon lubricants offer the benefit of reducing corrosion within the lubricated areas of the relevant component. The residual plating of PTFE on friction surfaces is inert and is not affected by gases, minerals and acids. Most Nulon lubricants also contain a highly effective anti-corrosion agent. The combination of these two factors provides excellent protection for machinery during extensive lay-up periods.
19) CORROSION (OF COOLING SYSTEMS) - REF: COOLING SYSTEMS (AUTOMOTIVE)
Potentially, after the use of a Nulon engine treatment a diesel engine will demonstrate more noticeable improvement than a petrol engine. Diesel engines generally have a compression ratio at least twice that of petrol engines. Nulon engine treatments ensure that piston rings move freely in the ring grooves thus enhancing the sealing effect of the rings. Consequently, compression pressures are not lost in the form of blow-by. In all other respects, the lubricated system of a diesel engine is no different to a petrol engine. The only problem with treating a diesel engine is that sometimes the oil filter may entrap the PTFE particles (refer to oil filters). All diesel engines should be treated at each oil change with Nulon Diesel Engine Treatment (HP). Nulon Diesel Engine Treatment (HP) is beneficial to all diesel engines, ranging from the smallest through to the heavy-duty units, including those with turbo-chargers.
21) DIESEL FUEL - REF: FUEL SYSTEMS
22) DIESEL FUEL STORAGE - REF: FUEL SYSTEMS
Many people are frightened by the complexity of engines, particularly in recent times. An engine is basically a very simple piece of machinery. It is the things attached to the engine that have become complex (such as engine management systems). One of the most important aspects of an engine is the lubrication system (the means of separating moving parts). An average engine, whether it is petrol, diesel or LP gas, loses between 12% and 15% of its potential power output as a direct result of friction. Nulon with PTFE reduces this friction to a co-efficient of .016 - .02. This dramatic friction reduction makes it very simple to appreciate the many benefits associated with the use of Nulon engine treatments. After an engine has initially bedded in, 5,000 - 20,000 kilometres, it is then deemed to be at its peak. From then on it starts to wear out. By treating with Nulon the wearing out process of the engine is retarded and the engine runs at peak efficiency for longer.
When an engine has been treated with Nulon E10, E20, E30 or HP the piston rings have the potential to seal more effectively. This reduces the amount of compression "blow-by" past the rings into the crankcase. Also, the higher the compression pressures in the combustion chamber, the more complete the combustion or burning process becomes. This reduces the amount of harmful exhaust emissions.
Some early model vehicles were fitted with felt filter elements as original equipment. It should be noted that Nulon E10, E20, E30 and HP are not recommended to be used in conjunction with felt filters as the PTFE particles may be removed. Mark 1 and early Mark 2 MGBs (1963 - 68) were fitted with such filters. Paper element replacements are readily available. Also an adaptor to use a spin on, throw away type filter is available from MG specialists. Both of these paper elements are suitable for use with Nulon engine treatments. Mark 2 and Mark 7 Jaguars from the 1960s also used felt filters. A paper element replacement is available for the Mark 2, but not the Mark 7.
Nulon lubricants are suitable for use in all final drive applications including those incorporating wet brakes. The Nulon product to use depends on the type of lubricant being used. If the system operates on gear oil, use Nulon G70. (If the system incorporates a paper element filter, use Nulon HP only.) A final drive system lubricated with hydraulic oil or multi-purpose oil should be treated with HP.
All four-wheel-drive vehicles have a tremendous loss of power transmitted to the driving wheels as a direct result of friction in the complex drive train. All components in the drive train are expensive to repair or replace. Nulon G70 offers a great reduction of friction in drive trains. This reduction of friction improves fuel consumption as well as reducing wear and maintenance costs. Apart from the above, mechanical components of a four-wheel-drive vehicle are basically the same as a conventional two-wheel-drive vehicle, although they are subjected to more arduous operating conditions. Nulon lubricants will dramatically improve working conditions of all lubricated components in a four-wheel-drive vehicle.
Some oils on the market today are "friction modified". These oils are easily recognised as they are clearly marked as such. Nulon engine treatments are compatible with "friction modified" oils. However, PTFE requires friction and pressure to create a residual plating or coating on the friction surfaces being treated. "Friction modified" oils increase the time required to create the PTFE plating on the friction surfaces of the engine, but the end result will be just as effective. Nulon engine treatments are a superior friction modifier, so it is not necessary to pay the extra money for "friction modified" oil. More emphasis is now being placed on friction modifiers. The reason is that to improve engine efficiency and fuel economy manufacturers are being forced to specify lower viscosity engine oil. The recommended viscosity is becoming so low that the film strength of the oil is not adequate unless the oil is fortified with a friction modifier to protect the bearings when under heavy load.
• Bacteria/Fungi
in Diesel Fuel
The most common bacteria or fungi found in diesel fuel is
Cladisporium Resinai. It lives on the interface between
the water in the bottom of the tank and the fuel. Usually
it is noticed when a stringy black substance like bitumen
is detected in the fuel filter. There are biocides available
that will kill the infestation. However, this does not remove
it from the system. Prevention is a much better way of guarding
against this problem. It should be noted that Nulon Diesel
Injector Cleaner (DIC) is not formulated with a biocide;
hence it will not kill or control algae/bacteria. General
cleanliness and keeping water out of storage tanks is critical
to controlling this problem. For more definitive information
on this subject, contact Nulon Products Australia Pty Ltd.
• Cetane
Number of Diesel Fuel
"Cetane Number" is the term used to describe the point at
which a diesel/air vapour will self ignite at a given pressure
under controlled conditions. The higher the cetane number,
the lower the point of ignition (which is more desirable).
• Diesel
Fuel
Diesel fuel varies considerably in quality from country
to country depending upon the source of the crude from which
it is refined, the minimum standards set by a country and
more recently environmental issues. Fuel related problems
with diesel engines vary accordingly. Another issue of concern
is that the fuel must remain fluid at sub-zero temperatures.
By-products of combustion also depend upon the quality of
the fuel. As well, contamination can be a problem (particularly
water). Diesel fuel degrades in storage. All of these issues
combine to support the benefits of a product such as Nulon
Diesel Injector Cleaner (DIC), which benefits the entire
fuel system as well as preserving the integrity of the fuel
in storage.
• Diesel
Fuel Storage
Generally diesel fuel should not be stored for lengthy periods.
There are two primary reasons for this:
a) The fuel degrades in storage, and
b) In countries where temperature varies considerably from
summer to winter seasons, the fuel supplied from the refineries
is different, i.e. fuel delivered in the summer season may
well not be satisfactory for use in the winter, refer to
Waxing of Diesel Fuel. The importance of keeping water
out of both storage and fuel tanks cannot be stressed strongly
enough. Regularly drain water off from the bottom of all
tanks.
Nulon Diesel Injector Cleaner (DIC) will assist in maintaining the integrity of fuel in storage. It will also demulsify water (separate water from the fuel).
• Octane
Number of Petrol/Gasoline
Octane number is the measure of the anti-knock properties
of petrol. The higher the number, the greater the resistance
to knock. The word "knock" is often substituted with detonate,
ping, or pink. Knocking is when the fuel/air vapour explodes
before being ignited by the spark plug. If allowed to continue
it will lead to engine failure. Traditionally, tetraethyl
lead has been used to increase the octane number of petrol.
As we all know, there has been a strong environmental push
to remove lead from our petrol on a global basis. Australia
for example, forced all new cars to run exclusively on unleaded
petrol from the beginning of 1986. Very small quantities
of lead were needed to make a significant increase in the
octane number. No other material is as effective in this
regard. To try and meet the octane requirements of our unleaded
vehicles the refineries have to refine our fuel to a greater
degree, which does increase the octane number of the fuel
marginally. Additionally, aromatic solvents are added, which
also increases the octane number. This is the method used
in producing Australia's premium unleaded petrol. Lead also
provided protection for valve seats on our older cars, hence
the reason a lot of our cars cannot run on unleaded petrol
at all. In particular, cast iron cylinder heads with cast
iron valve seats will not run for any length of time without
leaded petrol. Nulon produces two products that will significantly
increase the octane level of petrol. These products include
Nulon Octane Boost & Clean (OBC) and Nulon Pro Strength
Octane Booster (PSO). This is a complex subject and is covered
in much more detail in Nulon
Fact Sheet No. 102.
• Petrol/Gasoline
Petrol is the lifeline of our motorcars. Whilst it has been
around for many years, never has it been under such scrutiny
as in the past 15 to 20 years. The advent of unleaded petrol
brought this about. Engine design, environmental issues
and cost are all placing enormous strain on the refineries
to produce a cost effective fuel that will meet both the
short and longer term needs of our motor-cars. Whilst engine
designers are constantly improving the internal combustion
engine, there are certain fuel related problems that elude
them. This is apparent in some countries more than others,
depending on the quality of the fuel being produced. Engines
are suffering from inlet valve deposits, intake manifold
deposits, combustion chamber deposits and injector fouling.
To guard against these, and to rectify a problem that already
is evident, Nulon has a range of state-of-the-art fuel additives,
namely Nulon Petrol Injector Cleaner (PIC), Nulon Octane
Boost & Clean (OBC), Nulon Pro Strength Octane Booster (PSO)
and Nulon Total Fuel System Cleaner (TFSC). Nulon Carburettor
& Throttle Body Cleaner (CARB400) completes the range. Each
of these products performs specific duties in addressing
fuel system related problems.
•
Waxing of Diesel Fuel
Australia in particular suffers from waxing of diesel fuel.
This problem is evident when the fuel becomes solid at sub-zero
temperatures. Most of Australia's diesel fuel is refined
from Bass Strait crude, which is very high in paraffin molecules.
When the ambient temperature gets sufficiently low, the
molecules join together and form a solid wax. To overcome
this problem in areas of Australia where the temperature
can be lower than zero, the refineries produce at least
two fuels that are seasonally adjusted. In other words,
winter fuel is refined to a greater degree to remove more
of the paraffin molecules. It may also have a cloud point
depressant added to it. A cloud point depressant lowers
the temperature point at which the molecules will join together
and form wax. Hence it is important for users to control
their fuel storage and avoid having large volumes of summer
fuel left that may sit in storage until winter. Nulon does
not produce a product that will lower the cloud point of
diesel fuel because it is very expensive, and if users control
their fuel usage at the end of summer there is no need for
such a product.
The average engine loses approximately 12% - 15% of its potential output to overcome the drag created by friction. Nulon lubricants dramatically reduce friction so obviously it requires less fuel to achieve the same power output. Similarly, if the same amount of fuel is consumed, power output will be proportionally greater.
Engine fuming is usually caused by either of two factors: a) Damaged or worn piston rings b) Carbon build up around the piston rings. If piston rings are suspected of being worn or damaged, the correct treatment is to add Nulon E10 and repeat the application with each following oil change. On the other hand, if it is suspected the engine has been subjected to constant stop/start, cold running, or if the air/fuel ratio, or ignition system is not correctly adjusted, carbon tends to build up around the piston rings and ring glands. This carbon build-up impairs movement and the sealing action of piston rings. If this is the case, the best treatment is to very slowly trickle one bottle of Nulon Performance Engine Treatment (E20) down the throat of the carburettor with the engine running at approximately double normal idle speed. It is important to apply the bottle of E20 at an extremely slow rate, otherwise much of the effect could be lost. Having treated the engine in this manner, then add one bottle of Nulon Engine Stop Leak (ESL) to the crankcase and run the vehicle, preferably under road conditions, for a least fifteen to twenty minutes. The effect of this treatment is usually very dramatic, however, if the engine does not respond within 500 kilometres, it can be concluded that the engine is in need of major mechanical repair. Assuming the engine does respond and is sound in every other respect, treat the engine with Nulon as per normal recommendations.
Generators are expensive machines and are normally powered by petrol or diesel engines. In most instances the generator is a back-up system and the engine tends to lay idle for extended periods without running. Nulon engine treatments leave a residual coating of PTFE on the friction surfaces within these engines, thus rendering long-term protection during lay-up periods. When the engine of a generating plant is initially treated with Nulon, it is wise for the first hour of running to stand and watch its electricity output. In almost every instance the output will increase and engine speed will need to be adjusted accordingly. All diesel-powered generators should be treated at each oil change with Nulon HP.
Glazed cylinder bores are normally caused by poor running-in procedures, insufficient loading of the engine, or using a friction modified oil before the piston rings are sufficiently bedded-in. Nulon recommends that the owner carefully observes the manufacturer's run-in procedure and specified lubricants. If an engine, whether diesel, petrol or otherwise, develops a glazing problem after this initial run-in period, the recommendation is to initially treat the engine with Nulon at double the recommended rate. Continue to treat the engine at the normal recommended rate with each oil change thereafter. Nulon also recommends that during the treatment of an engine suffering from a glazed bore problem not to use a friction-modified oil. Petrol engines should be treated with Nulon E20 and diesel engines with Nulon HP.
Recent years have placed much greater demands on hydraulic systems. Hydraulic systems are using smaller oil reserve tanks to cut costs and, more importantly, to reduce the environmental risk in case of total fluid loss. It means that less oil has to be dealt with when the system is replenished, thus lessening the burden on the environment. This means that smaller volumes of oil are working harder to produce the same amount of work. Modern systems are also working at much higher pressures. All of these issues place huge demands on the hydraulic oil. There have been few changes to the performance levels of hydraulic oils for many years and they are struggling to meet the demands being placed upon them. Nulon Diesel Engine Treatment (HP) will substantially reduce wear, reduce judder, help protect seals, and generally extend the life of all components. For plain hydraulic systems add HP at the rate of 2% by volume. For systems incorporating transmissions (as in earthmoving equipment) treat at 4% by volume. Do not use HP in systems that have filters that filter material below 5 microns in size.
Nulon lubricants have the potential to be used in almost any lubricating system, provided the component requires conventional lubrication. In most instances there is a Nulon lubricant that has the ability to offer the superior qualities of PTFE lubrication. Because industrial applications are many and varied, it is impossible to mention them all. In all instances, the type of lubricant should be taken into account first, then ascertain what type of filter, if any, is fitted to the system. Once this information has been received it should not be difficult to recommend the appropriate product. If there is any doubt please refer the enquiry back to Nulon. We will be happy to provide you with the benefit and protection of the best technical expertise available.
An industrial gearbox is no different to any other type of gearbox. All gearboxes utilise the spur gear system, helical gear system or the worm drive system. The helical system is the most efficient as far as friction loss is concerned, followed by the spur gear system, and lastly the worm drive system, which loses a lot of its output as a result of friction. The benefits of using Nulon Manual Gearbox & Differential Treatment (G70) or other Nulon products in these systems can be very substantial. In many instances, the gearbox is coupled to an electric motor, the electric motor in turn is coupled to an ampere meter. Before treating with Nulon, monitor the amperage requirement of the electric motor. Then treat the gearbox with Nulon. After thirty minutes of running, again monitor the ampere reading. In most instances the reduction in the amperage being drawn is dramatically reduced, provided of course the load is constant before and after.
37) LIQUID PETROLEUM GAS (LPG)
Fundamentally,
an LPG fuelled engine is no different to a petrol engine.
However one major difference is that LPG is completely dry
when it reaches the combustion chamber. This means that
temperatures in the combustion chamber and piston crown
area are far higher than in a comparable petrol engine.
Consequently, the lubricant is asked to dissipate much more
heat than is necessary in a petrol engine. Many people believe
that because the oil looks clean there are reduced levels
of wear metal contaminants and that the oil can be left
in service for longer intervals. This is a dangerous practice
as the oil looks clean because it does not have the contamination
of unburned fuel in the form of carbon (which is the cause
of oil discolouration in petrol engines). Oil should be
changed regularly in LPG fuelled engines because the dry
fuel burns hotter. Higher temperatures promote oxidation
of the oil. This reduces its service life and depletes the
additive package. It is recommended that any engine running
on LPG be treated at each oil change with Nulon Worn Engine
Treatment (E10) or Nulon Performance Engine Treatment (E20),
depending on condition. The benefits gained by the use of
these products in an LPG engine are the same as for a petrol
engine.
Note: It is not recommended to use Nulon E30 in LPG
engines because over a period of time the elevated temperatures
in the upper cylinder area could deplete the residual coating
of PTFE.
Petrol or diesel marine engines have exactly the same benefits to be gained by using Nulon engine treatments as any other engine in a conventional type of vehicle. The one major benefit over and above all others is reduced oil leaks which for obvious reasons in a boat is very, very hard to clean up by comparison to the engine bay of a vehicle. The other major advantage for a marine engine is the protection against corrosion particularly during lay-up periods. Petrol marine engines should use Nulon E20 with each oil change. Diesel engines should be treated with Nulon HP at every oil change. Nulon fuel treatments can also be used in marine engines and two-stroke outboard motors.
39)
MECHANICAL FAULTS
If an old or worn engine does not respond to a Nulon treatment,
it can be assumed that it has either reached the end of
its service life or is in need of major mechanical repair.
A simple treatment of Nulon E10 or ESL can in most cases
be the deciding factor as to whether an engine just needs
some added lubrication or whether it needs an overhaul or
replacement.
Provided the lubricant used in an engine fuelled by methanol is compatible with methanol fuel, it can be assumed that the appropriate Nulon engine treatment is also compatible. It is good practice to mix a sample of methanol with the oil to be used and then add an appropriate amount of the Nulon product. Shake the sample vigorously and monitor the result. It is normal for the oil to separate from the fuel. As the oil and fuel separate observe the oil component to ensure at the Nulon product and the oil stay as a stable mix. The stable mix means that it is safe to use the Nulon engine treatment of your choice in that oil.
41)
MOTORCYCLE ENGINES (FOUR-STROKE)
The major difference between four-stroke motorcycle engines
and the four-stroke engines fitted to conventional vehicles
is that in most instances the clutch runs in oil common
with the engine, as does the gearbox. The only other difference
is that in most instances the motorcycle engine is far higher
revving than an engine of a motor vehicle. It is quite safe
to treat a motorcycle engine with Nulon E10 or E20. However,
because the engines are far higher revving, it is advisable
to halve the distances recommended between treatments. When
treating the engine, obviously the gearbox is being treated
at the same time. With regard to possible effects on the
wet clutch, if fitted to the relevant motorcycle, refer
to section "Wet Clutches".
42) MOTOR CYCLES TWO-STROKE - REF: TWO-STROKE ENGINES
43) OCTANE NUMBER OF PETROL / GASOLINE - REF: FUEL SYSTEMS
Many mechanical noises, whether associated with engines, gearboxes, differentials, transfer cases, transmissions or whatever other lubricated component of a vehicle or machine, are a result of friction to a large extent. All components treated with Nulon will normally operate at a much quieter level. However, if the component has mechanical damage or an inherent design fault, these noises cannot usually be reduced.
45)
OIL CONSUMPTION
Excessive oil consumption can be caused by many factors.
The most common are worn piston rings or possible jammed
or stuck piston rings. Any engine suffering from excessive
oil consumption that has been treated with Nulon and does
not respond in a positive manner can be safely described
as having a mechanical fault, which should be rectified.
The other possible reason for oil consumption would be a
glazed bore situation; if this is the case refer to section
"Glazed Bores".
Nulon engine treatments
are suitable for use with most oil filtration systems found
in modern vehicles. Following is a list of varying filter
types and the suitability for use with Nulon engine treatments.
1) Pleated paper cartridges or throwaway filters.
Depending on manufacturer, this type of filter usually removes
particles from 25 to 40 microns and larger. Suitable for
use with all Nulon engine treatments.
2) Lubrifiner by-pass filters. Normally filter particles
of 5 microns and larger. Where a Lubrifiner filter is fitted
to a lubrication system, it is advisable to fit a new filter
element with each treatment of Nulon. Suitable for use with
Nulon E10, E20, E30 and HP.
3) Centrifugal filters. These are one of the most
effective oil filters available and are fitted as original
equipment by some manufacturers to their engines. If an
engine is fitted with a centrifugal oil filter, the engine
should be treated with Nulon at a rate of twice the usual
recommendation for the initial treatment. If Nulon E20 is
to be used with each following oil change, the application
rate can be reduced to that specified on the Nulon package.
Where Nulon E30 is the choice it should be added at the
rate specified for the engine capacity plus one extra bottle.
After Nulon E30 treatment repeat the same procedure once
the vehicle has travelled 80,000 kilometres or 1,500 hours.
Suitable for use with Nulon E20, E30 and HP.
4) Frantz or toilet roll by-pass filters. These filters
will remove almost all PTFE particles from the lubricating
oil. Frantz or toilet roll filters are not fitted as original
equipment and, being by-pass filters, can very simply be
blocked off or have the elements removed during the treatment
with Nulon engine products. Use Nulon E30 and remove the
filter rolls or isolate the filter during treatment.
5) By-pass filters fitted with a heating element.
These filters should be isolated while the engine is being
treated with Nulon E30.
Note: All by-pass filters are auxiliary to the full-flow
filter. It is quite safe to remove the elements of these
filters or isolate the filter as the full flow is still
operating normally.
Nulon G70 contains a high concentration of PTFE and other extreme pressure and anti-wear additives. These make Nulon G70 a most effective lubricant to protect the gear case of an outboard motor. Keeping water out of the leg of an outboard engine is difficult at the best of times. The PTFE in Nulon G70 will minimise friction between the shaft and the seal, thus optimising protection against water ingress. Apply Nulon G70 in the same manner as the gear oil. Treatment rates are the same as for automotive applications. Over-treating will not be detrimental. If the gear case is contaminated with water, replace the existing lubricant before adding Nulon G70.
48) PETROL / GASOLINE - REF: FUEL SYSTEMS
Power steering systems suffer from many problems associated with extreme heat, pump wear, noise and leaks. The most common problem is a leaking seal at the bottom of the steering box particularly when the vehicle is fitted with a V8 engine. The heat from the exhaust manifold is very close to the power steering box and causes the seal to harden and leak prematurely. It is an expensive exercise to replace the damaged seal, especially considering the new seal will be subjected to the same heat. Nulon G65 creates a sealing barrier of PTFE between the seal and the shaft, thus reducing or eradicating the leak. Repeat application of Nulon G65 every twelve months or if the leak becomes apparent again.
50) RADIATOR LEAKS - REF: COOLING SYSTEMS (AUTOMOTIVE)
51) RADIATOR CARE - REF: COOLING SYSTEMS AUTOMOTIVE
A Range Rover gearbox has a pumping mechanism and filter. The filter is only a mesh screen and will not impair the flow of Nulon G70. G70 is recommended for use in all Range Rover gearboxes. Over the years Range Rover have used both engine oil and automatic transmission fluid in their gearboxes. Nulon G70 is compatible with these lubricants. Of course, Nulon G70 is also suitable and is beneficial for use in the differentials and the transfer case of these vehicles.
53) RECONDITIONING PTFE TREATED ENGINES
PTFE treated engines can be reconditioned and machined, if it is ever necessary. The PTFE coating will not stop machining or honing procedures.
As far as its lubrication system is concerned, a rotary engine is no different to a normal reciprocating engine. However, in some instances the lubricant is subjected to more arduous conditions than in the conventional engine. Those familiar with the rotary engine will be aware that some Mazda models have a total loss oil supply through the carburettor to try and extend the life of and protect the apex seals. When it is used in a rotary engine Nulon enhances the lubricating qualities of the normal lubricant, plus it provides a residual plating of PTFE to protect the friction surfaces. This protection is more necessary in a higher revving engine such as a rotary. We highly recommend the use of Nulon E20 in all rotary engines.
White/blue smoke is from burning engine oil. There are two major causes - valve stem seals and worn or damaged piston rings. Black or dark brown smoke is caused by unburned fuel. Smoke caused by worn or hardened valve stem seals is usually obvious when first starting the engine for the day, when decelerating and when taking off after idling for a period of time. These symptoms should be treated with Nulon Engine Stop Leak (ESL), which will soften the seals and allow them to become more pliable as well as slightly swelling them. In many instances the smoke will disappear completely after a week or so of average vehicle use. Repeat the application only when the smoke reappears.
Smoke from worn or damaged piston rings is prevalent when the engine is under load. The greater the load, the greater the volume of smoke. Treatment with Nulon Stop Smoke (SS500) and/or Nulon Worn Engine Treatment (E10) are recommended in this instance. Sometimes the piston rings are not worn or damaged, they are simply stuck in the piston ring grooves and cannot slide within the grooves, refer to Fuming Engines.
Black smoke is caused by excess fuel. In petrol engines this would usually indicate that the choke is not operating correctly, or that some other malfunction is allowing too much fuel into the combustion chamber. A qualified technician should rectify a problem such as this. After the problem has been resolved it would be wise to treat the fuel system with either Nulon Petrol Injector Cleaner (PIC) or Nulon Octane Boost and Clean (OBC) to clean the fuel system. In a diesel engine, black smoke in small amounts is acceptable under heavy load and initial take-off. Constant black smoke indicates that the injectors and/or the fuel pump require attention. Nulon Diesel Injector Cleaner (DIC) used regularly will ensure optimum cleanliness and efficiency of a diesel fuel system.
Additionally, steam can be mistaken for smoke. Steam is often present when engines and exhaust systems are cold. This is quite normal, however if steam is present from the exhaust when the engine is hot, it indicates that coolant is leaking from the cooling system into the combustion chamber. This problem requires urgent attention as it could quickly lead to total engine failure.
56) STEERING BOXES AND STEERING RACKS (MANUAL)
Nulon G70 is extremely effective in the treatment of these usually forgotten but most important components. Both components suffer from extreme pressure situations and the use of Nulon G70 will help avoid wear patterns when used at a rate of 30% by volume. In most instances the steering effort required is significantly reduced.
Synthetic oils are becoming more popular as the demands on lubricants become greater. Synthetics have many advantages over petroleum oils; the only disadvantage, unfortunately, is the price. Nulon lubricants are compatible with all synthetic oils as well as petroleum or mineral oils.
Friction is heat. To prove this all you need to do is rub your hands together briskly. A lubricated component generates heat from friction. All lubricants operate more effectively in a stable temperature range. Consequently, the life of a component is extended if heat output is reduced. Nulon with PTFE dramatically reduces friction and heat output, thus complementing the normal lubricant and extending the component life.
59)
TESTING OF NULON
Two simple tests can be performed to prove the effectiveness
of Nulon E10, E20, E30 and HP. The first test involves cylinder
compression tests. Refer to "Compressions"
in the index. The second simple test is to take a vehicle
which has only been using normal lubricating oils, and 1)
Warm the engine up to normal operating temperature. 2) Place
the vehicle on a chassis dynamometer and take power readings
at various speeds and check the maximum power output under
a given load. If possible check for fuel consumption figures
during these tests. 3) Treat the engine with the appropriate
Nulon engine treatment and run the engine for thirty minutes.
4) Repeat step two carefully, following the same sequence.
5) Compare the figures from step 2 with those of step 4.
An increase in power output will always be seen after using
Nulon engine treatments.
Transfer cases as used in four-wheel-drive vehicles have much to benefit from the use of Nulon G70, the main advantages being reduced friction, wear and noise. A transfer case should be treated at the same rate as recommended for gearboxes. It should be noted that transfer cases are extremely expensive to repair and are costly to the fuel efficiency of the vehicle in terms of friction losses.
61)
TRUCK APPLICATIONS
Although modern trucks are extremely efficient and designed
with longevity in mind, the arduous conditions and heavy
loads under which they operate take normal lubricants to
their extreme limits of performance. Because of the competitive
nature of the lubrication industry, most oils are produced
to meet certain specified performance levels, but rarely
exceed these levels because the increased production costs
would render the oil non-competitive price wise. Nulon products
enhance the lubricating qualities of all lubricants without
upsetting the carefully balanced additive package incorporated
in the standard oil. Nulon products are proven to reduce
wear, decrease operating temperatures and increase the load
carrying capacity of the normal lubricant. It should be
stressed that the harder a piece of machinery is worked,
the greater the demand on the performance level of the lubricant,
the greater the benefits achieved from the use of Nulon.
When used during
routine preventative maintenance, the Nulon range of automotive
products can reduce running costs substantially. There are
enormous benefits to be gained from the use of Nulon products
in truck engines. These include:
• Increased power
• Reduced friction and wear
• Reduced fuel consumption
• Reduced maintenance costs
• Corrosion protection
• Increased cylinder pressures
• Reduced down time
Potentially a truck gearbox of any size has the same benefits to gain from using Nulon G70, as does a car gearbox. The major advantage is that Nulon G70 improves the EP (extreme pressure) characteristics and the lubricity of the normal lubricant. Refer to the application chart on the Nulon G70 tube for the treatment rates. Operators continually comment on how much the gear changing improves after treatment with G70.
Turbo-charger turbines are subjected to extremely high temperatures, which can be far beyond the maximum operating temperatures of normal lubricants. The PTFE in Nulon engine treatments has a much higher operating temperature limit than conventional and synthetic lubricants. Consequently, the residual coating of PTFE on the bearing surfaces of the turbine helps to protect these components, particularly during the cool-down period after shutdown. All other engine components will benefit in the same manner as a normally aspirated engine. Turbo-charged petrol engines should be treated at each oil change with Nulon E20. Turbo-diesel engines should be treated with Nulon HP at each oil change.
It is impossible to manufacture a product suitable for use in all two-stroke petrol engines, the difficulty being the actual application of the product to the friction surfaces of the engine. To date, Nulon does not have a product specifically for use in all two-stroke engines. However, those who have a particular purpose, such as racing etc, and wish to gain the benefits of using Nulon products are welcome to contact Nulon Products Australia Pty Ltd for specific applications for any particular two-stroke engine.
Nulon E20 is very successful when used as an upper cylinder treatment. More