At temperatures close to the cloud point, fuel system filters in both vehicle and static installations rapidly become blocked
At only slightly lower temperatures, an interlocking wax crystal structure forms that prevents flow within the fuel system (i.e. the pour point is reached)

The originator of middle distillate flow improvers (MDFI), Infineum’s predecessor also developed the first cold filter plugging point (CFPP) test in the 1960’s. In the 1970’s we created the low temperature flow test (LTFT) for North America. Infineum has formulated a broad range of specifically designed products to provide robust cold flow performance across a wide spectrum of middle-distillate fuels and their blends with FAME. The products, our highly professional technical service personnel and our global presence have enabled refiners to achieve trouble-free operations with attractive economics for more than four decades.

By modifying the size and shape of wax crystals, Infineum’s cold flow improvers can cost-effectively:

Reduce the tendency to block fuel filters and lines
Extend the temperature range over which a vehicle can operate (as measured by CFPP and other cold flow performance tests)
Further improve operability in fuels that presents a difference between cloud point (CP) and CFPP greater than 10 to 12° C as well as reduce wax settling when used with a Wax Anti-Settling Additive (WASA) (invented by Infineum’s predecessor in the late 1980’s)
Significantly lower the fuel pour point and improve fuel handling
Offer improved refining economics through upgrading of heavier products to the diesel pool (or kerosene upgrading to jet) and by maximising lower-cost feedstocks

Despite the recent 20% decline from April highs, new highs on crude, heating oil, diesel fuel, jet fuel and gasoline seem likely over the next 12 months. Following some further easing over the summer, the second leg of the long-term bull market in petroleum–the first occurred in 2007-08–probably will begin this fall.

Heating the oil to remove the water and transferring the heated oil are two potentially dangerous steps in the process of making biodiesel. Hot oil will melt plastic buckets, creating a mess. Do not use anything that comes in contact with biodiesel or the chemicals used to make biodiesel for food production. Making biodiesel requires a well-ventilated area to reduce the danger of fire and explosion and exposure to methanol. Methanol can vaporize, and when mixed with the proper amount of oxygen and an ignition source, can ignite with an invisible flame.

Gasoline and alcohols do have an anti-gel effect on diesel fuel, but these fuels are too thin and will hurt the lubricity. Alcohols work as a water dispersant in small amounts, but also attract water in large amounts. Diesel fuel is already hydrophilic(attracts water) so why add to the problem. The old timers got away with this because high sulfur diesel fuel had enough lubricity to take some thinning. Today’s low sulfur diesel fuels have adequate lubricity, but I wouldn’t put anything in the tank that would thin out the fuel, reduce lubricity, or attract water.

What about the technology? Was the technology actually there, and never used, or was the technology set aside for the development of other auto performance enhancement? What was it that spurred American automobile companies to develop such large vehicles with miniscule fuel mileage. The reasoning for diminished fuel mileage couldn’t be in the steel as the thickness of the steel that is used in today’s vehicles is much thinner and lighter than earlier models. Part of the answer may lie on the Board Members of General Motors. For years the Board has been stacked with big oil company executives. Do you think that the oil companies wanted the American car companies to improve on fuel mileage and use less oil? Again, I ask, is it true that we have the technology, right now, for 100 mpg vehicles?