Marine Vessel Application Test
BestLine Diesel Engine Treatment and Diesel Fuel Treatment Performance Evaluation Tested on Marine Vessel : F/V Pacific Challenger demonstrating a 10.97 % fuel economy
Intent and Purpose
The intent of this test is to measure and show any improvement in the reduction of engine fuel consumption that can occur with the use of the BestLine Diesel Engine Treatment as an additive in the current API CJ-4 Heavy Duty Diesel Engine Oil (HDDEO). It is also the intent of this test to measure any gains achieved in the reduction of fuel consumption with the combined use of BestLine Diesel Engine Treatment in conjunction with BestLine Diesel Fuel Treatment when used on heavy duty diesel engines in high load engine operations.
The purpose of this test protocol is to demonstrate how the performance of a heavy duty diesel engine oil (HDDEO) and #2 Ultra Low Sulphur Diesel fuel can be enhanced with the addition of the BestLine Diesel Engine Treatment and BestLine Diesel Fuel Treatment, respectively, as it relates to improved energy, improved lubrication and fuel efficiency in those vehicles operating with heavy duty diesel engines. It is important to recognize that the BestLine Lubricant group of products are full synthetic lubricants. Synthetic lubricants have been successfully used for some time.
BestLine’s products have the ability to offer a very high viscosity index, low volatility, superior oxidation resistance, high thermal stability, excellent temperature fluidity, and low toxicity to the environment. These characteristics in a finished lubricant are very important in modern high-speed, high horsepower diesel engines. Further these characteristics benefit the long term goals of being less toxic to the environment while still providing maximum protection for automotive and industrial components. The BestLine Lubricant products are a specific combination:
Hydro-isomerized hydro-treated severe hydrocracked base oil
The BestLine synthetic lubricants, when tested, have demonstrated the ability to provide and exceed the anti-wear protection provided by the inclusion of ZDDP. ZDDP stands for Zinc Di-Alkyl-di- thiophosphates. This anti-wear agent was created in 1941 by Lubrizol as a wear reduction remedy during the early days of the automobile industry when there were lower demands on engine performance and there was little concern about the impact of ZDDP on the environment. Both modern and previous motor oils have depended upon the use of ZDDP as a means to protect against premature wear between bearing surfaces and steel-to-steel contact.
In view of the detrimental impact ZDDP on the environment as recognized by the manufacturer, the US EPA, and several states, it has become both very desirable and necessary to have available a replacement additive that can eliminate the need for ZDDP and still provide the same level of protection or better for engine components.
As recent tribological testing has verified, BestLine Lubricant products accomplish both of those goals. The testing established that not only did this PAO, Base Oil, and optionally synthetic sulfonate composition enhance lubrication, but according to the findings of the test, “the composition was also found to modify the plastic response of the investigated steel and to influence the chemical reactivity of the worn surfaces.”
Elements like Phosphorus (P), Sulphur (S), Manganese (Mn) and Zinc (Zn) were not detected in the test wear scars when the BestLine composition was added to oils that included ZDDP. What this means is that the BestLine composition inhibits the reaction of ZDDP and renders it unnecessary for reducing wear. In other words, the BestLine blend of PAOs and Base Oils is capable of acting as a complete substitute for ZDDP.
Ultimately, the addition of the BestLine Lubricants (containing the PAOs, a Base Oil, and sulfonate composition as found in BestLine’s Diesel Engine Treatment) to motor oils, combined with the removal of all forms of ZDDP:
reduces engine wear by providing superior lubrication,
favorably modifies the plastic response of all steel elements it lubricate, and
solves an important environmental problem.
Please note that the BestLine composition of PAO’s, Base Oil and synthetic sulfonates is utilized in all BestLine products, including the BestLine Diesel Fuel Treatment.
As mentioned above, the additional purpose of this test is to create and provide reliable field data confirming product performance as indicated through our independent lab test results. Further, the field tests will confirm that the use of BestLine Diesel Engine Treatment in HDDEO motor oils and the use of BestLine Diesel Fuel Treatment in #2 Ultra Low Sulphur Diesel fuel does provide reduced friction through superior lubrication resulting in enhanced performance of the diesel engine indicated by improved engine and fuel efficiency and reduced fuel consumption. The test on the Pacific Challenger provides us the opportunity to create a unique set of field data since the vessel operates with two matched 1100 horsepower propulsion engines with synchronized throttles doing the same job in the same hull at the same time in the same environment.
The F/V Pacific Challenger is a 107’ Trawler-Catcher vessel that primarily fishes in the Bering Sea, Gulf of Alaska and offshore coastal waters of Washington and Oregon State. The vessel is busy 10 months of the year and home ports in Seattle, WA. The Captain and Owner, Capt. Chris Peterson and his team are very aware of the cost of operations and the environmental stewardship responsibilities associated with their industry. They have built a very good reputation within the industry and are known for environmental efficiencies
Vessel Technical Specs
Engineering/ Machinery Equipment Specs:
2 Caterpillar 3508B Electronic Controlled Engine
- High Idle: 1800RPM Rated HP
- Each Engine is rated at 1100 Hp
1 Caterpillar 3408, 450 kW Genset
1 John Deere 6068, 99 kW Genset
All four engines are equipped with engine oil by-pass filtering equipment
Both Main Engine are equipped with Kral Fuel Consumption Measurement equipment
Each engine has its own isolated 800 Gallon Day for diesel fuel
Each engine is equipped with high capacity 60 gallon oil pan sumps
Engine Oil: Chevron Delo XLE Synblend SAE 10W30
Kral OME20 Flowmeters were installed on both Port & Starboard main engines in December of 2014. Both are factory calibrated with an accuracy of: 1/10th of one percent. The calibration sheets are attached in the appendix of this report.
Kral BEM500 Electronic Display Units were also installed on both main engines and work in conjunction recording pulse data for both the supply and return flowmeters on each engine as well as fuel temperature. Each unit provides a temperature corrected finished fuel consumption rate and fuel consumption totalization figures for the respective engine.
The Kral BEM810RD is a remote Display module located in the wheelhouse which receives the data from both BEM500’s via Modbus; it then ties that data to the Vessel’s GPS output signal and provides the wheelhouse with all the rate and totalization data for the BEM500’s. It also give a vessel efficiency reading expressed as Gallons per Nautical Mile (G/Nm) in real time.
F/V Pacific Challenger Main Engines and Test Equipment
Port Main Engine ECM with Kral
BEM500’s for both engines
Port Main Engine with Kral OME20
Supply Fuel Flowmeter
Port Main Engine with Kral
OME20 Return Fuel Flowmeter
Port Main Engine Caterpillar
3508B Rated at 1100hp
The test parameters for Test Sequence# 1 were set up as follows:
Synchronized Main Engine Speed:
Combined Main Engine Loads:
Vessel Speed over Ground:
Note the next series of tests will be done at lower loads and lower vessel / engine speeds. The entire sequence of test will be re-done to verify average repeatability.
Test Protocol1. Baseline Test Sequence:
Both Baseline and Product Test run sequences were each done over a continuous one-hour period with data marks being recorded at five minute intervals. There are 12 five-minute intervals per hour.
Fuel Consumption Rate
- Fuel totalization was not recorded during the first testing sequence you. However, the interval consumption rates shown were averaged between the starting interval reading to the end interval reading to determine an average total of fuel consumed during the 5 minute interval.
- Please note that since these intervals were sequential, the ending interval reading of the first 5 min interval became the starting reading for the second 5 minute interval. This analysis procedure was done where indicated on the data sheets (Averaged vs Non-Averaged)
2. Data Collection
All data for the Test Sequences for both BestLine Diesel Engine Oil Treatment and Diesel Fuel Treatment were collected and recorded in the same manner as the Baseline data.
3. Control Engine
The Port Main Engine has historically burned more fuel than the Starboard Main Engine, so it was established as the Test Engine. The Starboard Engine then became the Control Engine.
The control engine is vital since both engines are in the same hull doing the same job at the same time. Any recorded differences with the control must be figured into the results of the test engine. During the test sequence if the Control engine burns more or less fuel than the test engine, those variances have to either be added or subtracted from the results of the test engine to reflect any environmental ambient changes experienced by the control engine that effected fuel consumption.
4. BestLine Diesel Engine Treatment Test Sequence
BestLine’srecommended initial treatment for a diesel engine is a 15% solution of volume. In this case we used a little less, approximately a 12.5% solution. We removed 8 gallons of engine oil from the sump and replaced it with 8 gallons of BestLine Diesel Engine Oil Treatment. The engine was run for one hour period prior to recording the test numbers to insure that the treatment was mixed into the oil and circulated throughout the engine oil system.
The BestLine Diesel Engine Treatment test sequence was run in the same manner and procedure as the baseline and the results were record from both the Port Test Engine and Starboard Control Engine.
5. BestLine Diesel Fuel Treatment Test Sequence
The recommended dosage for the BestLine Diesel Fuel Treatment can range from 1 oz. per ten gallons to 3 oz. per ten gallons of fuel. For the purposes of this test we elected to run a 2 oz. per ten gallon mix. We placed 1.5 gallons of BestLine Diesel Fuel Treatment in the Port Engine Day Tank to mix with 800 gallons of #2 Ultra Low Sulphur Diesel Fuel (15ppm or lower of Sulphur). Mix ratio equated to just over 1.9oz./10 gallons of diesel fuel.
The BestLine Diesel Fuel treatment was allowed to mix with the fuel in the day tank for a three (3) hour period prior to running the test sequence to insure that we had a thoroughly mixed tank and that the treat was able to circulate through the test engine’s fuel system before any test numbers were recorded.
The BestLine Diesel Fuel Treatment test sequence was run in the same manner and procedure as the baseline and the results were record from both the Port Test Engine and Starboard Control Engine.
The following pages show the test data numbers that were acquired from the F/V Pacific Challenger. It is important to note that in the baseline test some performance anomalies were noted between the two main engines, where the Port main engine appeared to burn more fuel than the Starboard main engine. As mentioned above we elected to make the Port Engine the test engine and the Starboard engine became the Control engine. All of these tests were conducted in one hour segments during the same 24 hour period.
Gallons of fuel consumed per Hour
Engine speed, Revolutions per Minute
Gallons per Nautical Mile (Based on input from vessel G.P.S)
% of Load
Represents the Amount of Engine Load (work) the engine is performing, based on the calculations of the engine computer
Baseline data test results
Non-averaged 90% Load Test Results
Avreaged 90% Load Test Results
Full-averaged 90% Load Test results
Averaged of all Test Results
Net gain with BestLine Diesel Engine Treatment
Net Gain With BestLine Diesel Fuel Treatment
Combined gain with BestLine DFT & DET
1. BaseLine test results include high and low values which indicates a skewed number when compared to the rest of the test results.
2. To isolate a more even performance, evaluationwas performed on the performance numbers within the 90% load range.
3. Since no specific totalisation numbers were identified, averaging was done between the beginning and nding gph numbers for each 5-minute interval to obtein the average total of fuel consumed during that 5-minute interval.
Given the fact that there were multiple “% of Engine Load” indicators to look at and the impact they had on the baseline results, it was decided to conduct the evaluations based on the readings from a single % of load factor; thus we evaluated those readings taken at 90% of engine load. The first page of test results shows the raw data with all loads being compared the engine baseline test results.
The second page shows the results using a ‘Non-Averaged’ comparison for all results in the 90% engine load range.
The third page show the results when we average the beginning interval number with the ending interval number to help us find the average fuel consumption for the individual interval. That process was run through the entire evaluation against non-averaged baseline results.
The fourth page is the same analysis run against a set of averaged baseline intervals.
As indicated earlier, all results were compared to what happened with the control engine results during the same time period. The results were then corrected to account for any variance in the performance of the control engine based on any ambient and environmental changes the engine experienced.
Process Notes & Acknowledgements
I would like to especially thank Captain and Vessel Owner, Chris Peterson for allowing BestLine Lubricants the opportunity to conduct this test protocol on his vessel, F/V Pacific Challenger. I would also like to thank Chris for running the test protocols and completing the data collection with great precision during his transit to the Bering Sea in Alaska.
We had the four test phases in the initial Sequence 1. This sequence was defined as Sequence 1 since it only looked at the test data collected for both engines while operating at 90% engine load. We will be conducting identical test protocols at lower engine load ratings and they will be identified as Sequence #2 for testing at 80% Engine Load and Sequence #3 and #4 for test at 70% and 60 % engine loads respectively.
A complete report will be compiled covering all the data collected and evaluations performed for all four sequences. The identical test protocol format will be used to perform the next three sequence series. It will be available at the completion of the data collection, evaluation and review.
The evaluation of the data took place at the Northwest Regional office for BestLine Lubricants in Monroe, WA. It was conducted by Paul J. Masson and reviewed by Mr. Ron Sloan and Mr. John Polster of BestLine Lubricants to confirm analysis procedures and presentation.
If readers have any questions or comments regarding the procedure or test protocol used, please feel free to contact me via email or phone.
Thank you for consideration in this matter.
Paul J. Masson
V.P. Marine and Industrial Products BestLine Lubricants
Ph#: 360 794-9100