The Big Secret

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Life extension of your engine is possible with BestLine engine oil and fuel treatments without exception. With 52 worldwide patents and tons of lab tests to prove that we actually can prove our claims that your motor will last up to 60% longer when you use BestLine Engine Treatments as recommended. 


5 comments

  • By Tom Curtis
    President, Lubrizol Additives

    API SN Plus, the critical supplement to ILSAC GF-5, saw first license on May 1.

    It is already an unprecedented response to a major engine issue facing everyday vehicles—and it’s a positive step. But one additional noteworthy first for this new spec supplement was the American Petroleum Institute’s (API’s) allowance for oil marketers to begin promoting these products prior to the May 1 first license date.

    Oil marketers can, and should, take advantage of this opportunity. And as an industry, we should further investigate how and why the LSPI and API SN Plus development process can shed light on new paths forward for the lubricant industry.

    We’ve been clear about our desire to see change in the industry model—and LSPI can serve as an example. Consider the chain of events that led us to the current point:

    ILSAC GF-6 request is initiated in 2011.
    Initial first license date targeted for 2015.
    Development of seven brand-new engine tests causes delays; first licensing continually pushed back (presently anticipated in 2020).
    New engines continue to expose LSPI as a glaring problem that must be addressed; OEMs initiate emergency request for API SN Plus.
    API SN Plus approved, developed and licensed within a year.
    Our view: It’s time to get moving on delivering LSPI solutions, and it’s not appropriate to wait for ILSAC GF-6. The relevance of our industry depends on it. OEMs and drivers require these solutions today, not tomorrow.

    perry anderson
  • The Big Secret that Automakers
    Don’t Want You To Know About.

    LSPI is the secret killer of modern engines.

    BestLine has solved that problem with its patented lubricity agent in its BestLine Engine Treatment. The BestLine Engine treatment will reduce wear, carbon build up and hot spots on the cylinder walls that causes low speed pre-ignition ( LSPI ). This is not a new idea for BestLine, its been in development for 15 years and has 52 worldwide patents and many 3rd party test lab reports to prove it works.

    Phillips 66 lubricants says this:
    Over 120 million turbocharged GDI-powered vehicles have been produced globally since 2010 and are at risk for LSPI —a condition that occurs when there is a premature ignition of the main fuel charge, resulting in very high-pressure spikes, loud noise, power loss, increased fuel consumption and potentially catastrophic damage to the engine. 
    “New vehicles require higher lubricant performance,” said Mike Krampf, Phillips 66 Finished Lubricants Manager. 

    Chevron reports this:
    LSPI is an abnormal combustion event in which the fuel-air mixture ignites before intended, causing excessive pressures inside the engine’s cylinders. In mild cases this can cause engine noise, but when severe enough, LSPI can cause engine damage. There are several factors that contribute to LSPI, of which lubricating oil has been observed to be one.
    Many Original Equipment Manufacturers (OEMs) in the United States, Europe, and Japan — working in conjunction with certain additive companies and oil marketers — have conducted extensive research on the LSPI phenomena. 

    Valvoline reports their findings:
    Why is LSPI bad? The pressure from the explosion can literally destroy your pistons and connecting rods. LSPI’s milder effects might include engine noise or rough idle, but it can cause catastrophic damage that could result in a total engine rebuild. And that is not cheap!
    Technically speaking, LSPI is an abnormal combustion event caused by the higher in-cylinder pressures common in modern engines — those that are turbocharged and/or GDI — while operating under low-speed, high-torque conditions.

    Perry
  • How Friction Is Killing Our Engines?

    We know that friction is created when 2 metal surfaces lose their lubricant barrier and begin to rub together. Engine oil has been used over 100 yrs to reduce wear by putting a liquid barrier between the metal parts.

    When oil can’t cling to the surfaces because heat is destroying its ability to maintain the barrier, significant wear takes place because each piston normally cycles 2500 to 3000 times per min.

    One of the major keys to helping that problem is to reduce friction.

    Over several decades, I’ve tried literally hundreds of products sold to reduce friction. Sad to say, I’ve only found one oil additive that actually works.

    I’ve tested this in my equipment and immediately saw a smother running engine and clearly observed it producing more power. I’m also seeing substantial increase in my mpg.

    Bestline engine treatment for gas and diesel engines and their powertrains has proven itself to me, even as skeptical as I am.

    Next time I’ll share a true experience with pictures of a very important scientific test done to prove my point.

    I believe it’ll change your thinking on this matter. This discovery has finally proven to me that someone has a worthwhile solution to offer.

    Please feel free to share your experiences and anything you can add to these discussions. We’re working on serious questions that need input from people like you.

    Richard of Coldwater Creek Construction

    Richard
  • Resolving Low-Speed Pre-Ignition
    Unless resolved, LSPI is a barrier to achieving aggressive fuel economy and emissions standards.
    Market demand and legislation are driving automakers to find ways to improve fuel economy and reduce CO2 emissions across their vehicle fleets. U.S. regulations will see passenger car fuel economy standards jump from an average of 35.5 mpg in 2016 to 54.5 in 2025, while ever-lowering tolerances for greenhouse gas emissions. Even more aggressive standards have been proposed in Europe and Asia.

    To achieve the goals of more power, torque and pressure, automakers initially focused on downsizing gasoline engines. For example, Ford Motor Co. and General Motors Corp. have launched 3-cylinder, 1.0L boosted engines (EcoBoost and Ecotec, respectively) that deliver the same output as their 1.6L 4-cylinder engines, but also provide an approximately 20% improvement in fuel economy and lower CO2 emissions. These reduced engine displacements delivered improved engine efficiencies that included lower pumping mechanical friction losses, down-speeding of the engine by using higher transmission gear ratios, higher engine torque at lower engine speeds; and lower gases-to-wall heat transfer.

    Both Ford and GM say they have plans to increase production of these smaller engines to meet growing consumer demand in markets worldwide. Ford already produces 100,000 EcoBoost engines per month, and aims to offer the technology in approximately 80% of its vehicles by 2016. GM says it expects to produce 2.5 million units annually at five global plants by 2017.
    What exactly is low speed pre-ignition (LSPI)? LSPI is an unexpected consequence of downsizing and boosting engines. Also known as stochastic pre-ignition (SPI), megaknock, superknock or deto-knock. LSPI most commonly occurs at low speeds during a period of rapid acceleration. LSPI is believed to be caused by droplets or particles in the combustion chamber—combinations of fuel and oil—that ignite prior to spark, resulting in uncontrolled, abnormal combustion. This creates spikes in engine pressure, ultimately causing internal engine damage. In some cases, researchers reported that just a single LSPI event was sufficient to cause severe engine damage.

    Using BestLine Fuel treatment will help to significantly reduce LSPI.

    Perry
  • What’s Destroying Our Engines?

    It’s so frustrating to spend so much on our equipment and then see them losing power and running worse by the year!

    I’ve been in the heavy construction and commercial building for decades. I’ve seen this problem recurring time and again with my cost of operations continuing to rise.

    Here’s the main problems that we’ll be addressing in these short articles …

    Non synthetic oils have several problems that inadvertently help kill engines, both gas and diesel.

    Today’s engines run at higher temperatures than in the past. The oil coolers can’t do the good that they used to do and that shortens the life of lubricants.

    Friction builds heat, heat kills oil, shortening change intervals and raises operational costs.

    In my next article I’ll describe a way that I’ve tested and proven to help in these critical areas.

    Your problems are real and they will get worse! I’ll be sharing scientific and real life working knowledge to help with these serious problems.

    Stay tuned, we have the technology and we can do this with some scientific help.

    We’re all in this together,

    Richard from Coldwater Creek Construction

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