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Frequently Asked Questions

Before contacting our Support Department, we suggest you determine if your question is addressed and answered on this page.   If your question is not here or not directly answered, you can visit out Facebook page and post your question or email your question to us for a direct email response.  Technol Fuel Conditioners, Inc. reserves the right to publish pertinent and applicable questions asked (without naming the source or inquirer) at its discretion.

 

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WHAT IS A FUEL ADDITIVE OR CONDITIONER?

The definition of a fuel additive or conditioner varies its purpose.   An “additive” is exactly that --- added to fuel to achieve a desired performance result; a “conditioner” is formulated to condition the fuel, change its characteristics, to achieve desired performance levels.  The quality of fuel can be changed, improved or enhanced depending on the additive or conditioner applied and the results desired.  The average fuel/fuel oil consumer neglects to ascertain the product’s specifications prior to purchase or consumption.  Specifications such as Sulfur (a pollutant, the lack of which lowers fuel lubricity), Viscosity (measurement of thickness), Density (API Gravity, pounds per gallon), Flash Point (the temperature at which the fuel will spark), Pour Point (the temperature at which the fuel will gel and cease to flow), Bottoms, Sediments & Water (commonly referred to as BS&W, an accurate reading of the water, particulate matter and contaminants in the fuel) become essential information in determining the quality of the fuel and how it will perform prior during consumption.  Some of these specifications can be changed, some cannot.  A fuel additive or conditioner is a chemical which can change alterable fuel specifications to eliminate fuel problems and achieve higher performance levels.

Updated: March 25, 2012

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WHY DO I NEED A FUEL ADDITIVE OR CONDITIONER?

All fuels are refined from crude oil.  The age and quality of the crude oil will determine the quality of the fuels refined; ultimately, the quality of the refined fuels have a direct bearing on the fuel's performance in vehicles and equipment.  Over the past two decades, the quality of crude oils being refined in this country has dropped drastically, leading to low to poor fuel performance.   This applies to all grades from light unleaded gasoline to medium distillate home heating fuels to heavy industrial residual fuels.  A prime example is the recently-mandated Ultra-Low Sulfur (15ppm) Diesel Fuel; while the intent behind the mandate is to reduce emissions leading to cleaner air, the lower-sulfur diesel fuels now lack lubricity, which can be harmful to diesel equipment and injector systems.

The purpose of a fuel additive or conditioner is to restore some of the fuel's quality characteristics, either lacking due to low-quality crude oil or simply lost in the refining process, to heighten or enhance the fuel's performance as much as possible.  When fuel is stored or consumed, there will be obvious "indicators" what the fuel is lacking.  Examples of this are:

Experiencing any of these issues is a direct indication you need an additive or conditioner.   It's extremely important that the proper conditioner is used to address the specific problem.   In other words, a cold flow improver will keep your fuel from gelling, but won't do anything to improve mileage.   There are many good fuel additives and conditioners on the market that address many or all fuel quality issues.   Avoid those making unreasonable claims the product does not support.

Updated: December 21, 2012

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HOW DOES A FUEL ADDITIVE OR CONDITIONER WORK?

There are approximately sixty-eight (68) fuel types which can be extracted (refined) from crude oil.  These refined “finished products” range from gases (i.e., Propane, Butane) to light oils (i.e., Diesel Fuel, Gasoline, Kerosene) to heavy oils (i.e., No. 6 Oil, Bunker C) and everything in between.   While each finished product has unique characteristics commonly referred to as specifications, they can all be categorized by like qualities and the methods by which they are consumed (burned or combusted).   Imported finished products can be handled as many as seven times from the refinery to the consumer, domestic products as many as five times.  For each handling transition, the finished product picks up impurities, things not naturally inherent in the fuel, such as water droplets (which leads to bacteria and microbial life and slimy filers), dirt, soot (particulate matter), and contamination (contaminants) which lead to high emissions and low cost efficiency.  The presence of any or all of these impurities can reduce the fuel’s reliability, performance and stability.   Fuel additives and conditioners are designed to enhance, improve, supplement and restore the reliability, performance, freshness and stability of fuel oil as close as possible to its original refined state.   They do this by emulsifying water droplets thereby preventing bacteria growth, by breaking down particulate matter small enough to be caught by the filtration system, and by shrinking or shattering solid contaminants to burn off harmlessly or drop as bottom sludge.  Regular use of fuel additives and conditioners (with each fuel refill in most cases) leads to cleaner fuel, lower emissions, lower consumption rates (improved cost efficiency), and less engine, system or equipment downtime.  Better fuel leads to heightened engine, system and equipment performance, cleanliness, longevity.

Updated: March 25, 2012

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HOW CAN I TELL IF I NEED A FUEL ADDITIVE OR CONDITIONER?

Fuel does not come with the ability to correct itself of whatever issues or problems that may exist.  By obtaining the specifications of the purchased fuel, you'll best be able to determine what fuel issues or problems may be encountered during consumption and storage.

In general, a fuel additive or conditioner is needed for application to every fuel delivery in accordance with the fuel's specifications and needs for restoration to optimum quality and performance.  If the fuel's specifications are below standard or you experience any particular fuel problem or issue during consumption, these are likely symptoms an additive or conditioner is needed.

Updated: April 15, 2012

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HOW MUCH FUEL ADDITIVE OR CONDITIONER SHOULD I USE?

All Technol Fuel Conditioners products specify the recommended initial and maintenance applications (dosage) on bottle labels, the Product Description Sheets (PDS) and the Products Application Charts (APCH).  With very few exceptions, the basic rule is to always apply the conditioner in accordance with the amount of NEW fuel added to the fuel or storage tank(s).  Here are two examples:

Updated: April 19, 2012

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DOES A FUEL ADDITIVE OR CONDITIONER HARM MY ENGINE OR EQUIPMENT?

 

Updated: October 3, 2012

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WHERE CAN I GET MORE INFORMATION ON A FUEL ADDITIVE OR CONDITIONER?

We recommend you visit our Products page to identify the product(s) that best fits your fuel issue, problem, or need.  If you're not certain which product to use, you can also Search our site using key words particular to your questions (such as sludge, water, bacteria, gelling, etc.) and obtain a listing of our products which address them.   You can also get more information by calling us at (800) 645-4033 or send an email to info@technol.com.

Updated April 15, 2012

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WHAT IS BIODIESEL?

 

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WHAT IS BIOFUEL?

 

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THERE ARE SO MANY ADDITIVES AND CONDITIONERS.   HOW DO I KNOW WHICH ONE IS RIGHT FOR ME?

 

Updated: October 3, 2012

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WHERE CAN I BUY YOUR PRODUCTS?

Technol products are currently available from the company's authorized distributors.   If we have no distributor in or near your location, our products may be purchased directly from us and shipped to you.  For more information on this process, please call (800) 645-4033 or send an email inquiry to info@technol.com.

Updated: March 25, 2012

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WHAT IMPROVEMENTS SHOULD I LOOK FOR WHEN APPLYING A FUEL ADDITIVE OR CONDITIONER?

This depends upon the fuel problem experienced, the additive applied, and the stated or implied benefits of the additive's application.  For example, if your fuel gels during cold temperatures, a "cold-flow" improver specifically addresses this issue --- a sludge dispersant will not, even if it says it does.  There are hundreds of fuel conditioners on the market.  The LABEL should help you decide which one is best for your fuel problem.  When choosing an additive, always read the product's Description Sheet for the anticipated and expected benefits of its use.

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CAN I OBTAIN TEST RESULTS SHOWING YOUR PRODUCTS WORK?

 

Updated: October 3, 2012

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CAN I GET A CATALOG OF ALL YOUR PRODUCTS?

Yes.  The Full Catalog contains all Technol products; however, we also have industry-specific catalogs, such as Truck Fleets, Boating & Marine, Home Heating, and Heavy Industrial.  Our catalogs are available in both surface-mail hardcopy and email electronic PDF formats.  Please send your catalog questions and inquiries to support@technol.com and we'll see to it that your questions reach our Technical Support for answers and to obtain information on the products which best fits your fuel needs.

Updated: October 3, 2012

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WHAT ARE "COMMON RAIL INJECTOR" ISSUES?

A common rail diesel engine uses a single fuel rail, similar to conventional gasoline engines.  Each injector comes off the single fuel rail to feed diesel fuel to a specific cylinder of the engine.   As such, each cylinder has its own fuel supply independent of the others, unlike conventional gasoline systems which use an intake manifold. There are a number of issues and problems that can arise with the use of a common rail diesel injector.  Some of these are based on the design of the injectors, while some are inherent to the common rail system and must be overcome in order for the system to work.  The major issue when the designs and systems are functioning properly is the diesel fuel degradation due to high-pressure burning.

Updated: December 20, 2012

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We'll continue to update this listing as more questions come in.   Got a question we haven't addressed above?   Send your questions and inquiries to support@technol.com.

       
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