Over the years there have been frequent questions about the difference between Diesel System
Treatment and Diesel System Cleaner. In short the primary difference is that the Treatment is designed
to be used ideally at the service interval and is packed with detergents that are primarily for the
eradication of carbon in the combustion chamber and the cleaning of the fuel injectors. The Diesel
System Cleaner is really a maintenance product but has the added benefit of increasing the Cetane
rating of the fuel it is added to by about 5%.
The good reports regarding the effectiveness of the X‐1R CVT Treatment continue to flow in. Users of
the product are waxing lyrical about the ability of our newest item to reduce shuddering and restore a
‘like‐new’ feeling to even well‐worn Continuous Variable Transmissions.
We have already garnered a lot of good anecdotal information about the ability of our CVT additive to
rectify shuddering and sticky performance in cars with that type of transmission. However and as a part
of our ongoing QC program we have recently contracted K.K.SVC Tokyo to conduct the JASO M349 Anti
Shudder test on our CVT Treatment.
After a number of conversations with various X1R staff and distributors it has become apparent that the
technical data for CVT Treatment has not been fully understood. The initial test conducted using the JASO M349 LVFA test with Nissan NSII fluid showed that their fluid failed after about 72 hours. The Toyota TC faired slightly better with a fail point of about 120 hours. After being treated with 17% by weight of X1R CVT Treatment both fluids lasted more than 360 hours.
There are a lot of myths surrounding synthetic oils and even the name is slightly misleading. The history of oil literary dates back thousands of years but synthetic oils originated during the WWII when the British were trying to get their bombers to fly higher faster and longer and the Americans were trying to stop their tank engines over heating in the desert. They discovered that certain ‘plastics’, in particular Poly Alfa Olefins, had the ability to produce hydrocarbon polymers that would stop oil thickening with heat whilst not compromising lower temperature viscosity.
For a number of years Auto manufacturers have been developing a range of Continuously Variable Transmissions for use primarily in small to medium cars. The advantage of the CVT is many fold but generally they have fewer moving parts making then cheaper to manufacture and thus the cost saving can be passed on to the consumer. Most will also tell you that because the car is always in the optimum gear fuel consumption is improved in cars fitted with a CVT.
Anyone selling X‐1R will know the frustration of having to continuously test our product to prove it works. Recently Harold Ledda was asked to do this in Qatar within the Mitsubishi Distributor there. AS a seasoned X‐1R Representative Harold of course was unperturbed particularly when he was asked to undertake a compression test in a 2011 Lancer and a 2016 Outlander. The test (full version of which can be seen at the end of this bulletin) was of course
Again I am being requested to write a definitive testing protocol for testing X-1R. The problem that I have with this request is that there are firstly two product groups to be tested and secondly no two tests are the same. To put it simply here are so many potential testing differences to be taken into consideration that it is virtually impossible to write a protocol that will fit all scenario’s.
Changes in global materials regulations have necessitated a revision to the formulation of those of our products that contain an extreme pressure modifier (EP) component. These changes have been flagged a long time ago and thus were not a surprise but have resulted in our chemists at X-1R Corporation in Daytona working diligently on formulating and testing some changes to our product range to ensure that we would be able to freely transport, store and sell our product without being encumbered by the aforementioned changes.
The filtration of oil within an engine is an essential part of the operation of an engine and thus all engines have some form of oil filtration process that is designed to eliminate particulate contamination from the oil and thus avoid the build-up of an abrasive condition within the engine. Recently a number of car companies have introduced oil filters that will filter down to 1.8 microns. Additionally in larger industrial settings it is common for the oil to be circulated via a centrifuge in order to remove particulate contamination. Thus the question has been asked whether either of these levels of filtration will X-1R be removed or separated from the oil.