VW fuel additive

[Diesel_vert]

It is normal practice (and very important) for the petroleum industry to supply automotive fuels which are suitably and sufficiently additised in order to keep engines performing acceptably throughout their lifetime.

Volkswagen generally does not recommend using additional additives if the fuel already meets European standards (EN228 for petrol & EN590 for diesel).

The correct engine oil (i.e. low-SAPS or mid-SAPS oils) is also said to play a role in keeping emissions devices functioning as intended.

However, in some countries or regions where fuel standards are less stringent or less developed, the use of carefully chosen fuel additives may prove useful.

Australian diesel has essentially been sulphur-free (defined as less than 10 ppm) since early/mid-2009, which is the current level in Europe. This should be reflected though much reduced deposit build-up rates (as observed by our American friends at TDIClub forums, when they started the switch over to 15 ppm ULSD), but of course this does little for vehicles that have already accumulated excessive build-up. However, I would expect newer vehicles, which haven't been as exposed to >10 ppm fuels, to experience less performance degradation over time.

In regards to Volkswagen-labelled petrol additives, they sell them under part number G 001 770 A2 (for all petrol vehicles except CNG and E85, 90 ml) and G 001 780 M3 (for all petrol engines, 200 ml).

Ensure that any fuel additive is free of any metallic compounds, which can damage or clog catalytic converters and particulate filters (as well as the engine itself in some cases).




Note: this should not be confused with Volkswagen's stance on engine oil additives, which they absolutely forbid (like most manufacturers).

[Transporter]

Talking about the fuel standards; The one thing is, if our fuel meets or maybe just meets the specified standard, and another one is, whether it is still up to that standard once transferred into the underground tanks.
Not every brand of the diesel fuel meets the required CN 51.

[Diesel_vert]

There are two common methods for measuring cetane rating in diesel fuel:

The cetane number is measured using a specific test engine, and will give the best approximation as to how it will perform in the real world.

The cetane index is a calculation based on the fuel's properties, which is an estimate of the cetane number. This method can't take into account the various additives used in the final product, so the CI will be a few points lower than the true CN.



Australian automotive diesel specifies a CI of 46 (as does EN590). This will naturally mean a CN range of 48-52, so even if Australia doesn't specify a CN of 51, I would expect in most cases that the final product should have a CN of 49-51 when it reaches the service station, so IMO that in itself is not enough of a concern.

In any case, the significant reduction of sulphur content in fuel will have had by far the biggest effect on smoke and particulate matter reduction, rather than any change in CN.

As far as the product leaving the refinery is concerned, our diesel standard is closely aligned with Europe, as nearly every parameter is identical to EN590 (although depending on the region or circumstance, there may be case for using fuel additives as the product moves down the supply chain).

My main message is that there's nothing wrong with using fuel additives, but just remain vigilant (and use common sense) about what one pours in the vehicle's fuel tank.

[ope126]

It is normal practice (and very important) for the petroleum industry to supply automotive fuels which are suitably and sufficiently additised in order to keep engines performing acceptably throughout their lifetime.

Volkswagen generally does not recommend using additional additives if the fuel already meets European standards (EN228 for petrol & EN590 for diesel).

The correct engine oil (i.e. low-SAPS or mid-SAPS oils) is also said to play a role in keeping emissions devices functioning as intended.

However, in some countries or regions where fuel standards are less stringent or less developed, the use of carefully chosen fuel additives may prove useful.

Australian diesel has essentially been sulphur-free (defined as less than 10 ppm) since early/mid-2009, which is the current level in Europe. This should be reflected though much reduced deposit build-up rates (as observed by our American friends at TDIClub forums, when they started the switch over to 15 ppm ULSD), but of course this does little for vehicles that have already accumulated excessive build-up. However, I would expect newer vehicles, which haven't been as exposed to >10 ppm fuels, to experience less performance degradation over time.

In regards to Volkswagen-labelled petrol additives, they sell them under part number G 001 770 A2 (for all petrol vehicles except CNG and E85, 90 ml) and G 001 780 M3 (for all petrol engines, 200 ml).

Ensure that any fuel additive is free of any metallic compounds, which can damage or clog catalytic converters and particulate filters (as well as the engine itself in some cases).




Note: this should not be confused with Volkswagen's stance on engine oil additives, which they absolutely forbid (like most manufacturers).

Thanks for the part number for the petrol additives...

[Sunny43.5]

Thanks for the informative write up , that does make sense ie EGR DPF etc. What bothers me is that I was told by an industry insider that not many of Australia's fuel distributors do any sort of quality control . I do agree with his explanation as I have noticed differences in the RON value in petrol many times , I can fill up with say 91 -95 Ron and the van will be fine then all of a sudden I fill from a different brand fuel same Ron and it will trigger an engine fault light which goes out again on the next refill depending again on whose fuel I use . I read recently that someone with a Golf whose TSI engine had been replaced under warranty after failing , then had the new engine fail again VW tried to deny his warranty because they claimed he was using the lower rated fuel . They had egg on their face after he produced detailed refueling dockets with premium fuel every time with matching mileage . Now fuel rating problem or VW engine problem , I would be pointing fingers at the fuel companies but good luck with that one . So additives for diesel would make sense but again look what happened a few years ago when the sulphur content thing happened there were many claims for huge repair bills because the changes cause serious damage to seals and like .

[Transporter]

You will always need some additive, because the underground storage tanks aren't always clean. There is a fuel return line in our vehicles and returned fuel is heated up and will cause the water condensation in the fuel system and settling in the fuel tank. For the petrol engines I recommend and use Interject 415R and BG 44K. I get the best feedback from BG 244J diesel additive, but be ready to pay double for it compared to VW diesel additive.

Maybe VW should also look onto the ridiculous long service intervals for the fuel filters. There is an option to change the fuel filter more often for the countries that don't meet the EU fuel standard, but in AU they fobbed it of saying that the fuel here meets the EU standard, but the reality could be different. Then the car owners are left to fight the fuel suppliers, because the warranty doesn't cover the contaminated fuel, and the fuel company are saying that our fuel is perfect.

It's so perfect that many carmakers until the recent time didn't bring their modern (CR) diesels into AU. Except, MB, VW and Peugeot.

[Diesel_vert]

Well, on paper (as in, enshrined in regulatory law), Australian diesel is more or less uniform with EN590.

It's just a hunch of mine, but I can't imagine the fuel coming out of our refineries would be of a lesser standard (though nothing is impossible).

Assuming we take that for granted, one would then have to look at what happens to the fuel during the period between when it is drawn from the refinery terminal and when it eventually ends up in the vehicle's fuel tank.

I'd assume there are strict procedures regarding handling, storage, transportation, maintenance and all the rest of it, so I suppose it then becomes a matter of how closely they're followed, if at all.

BP and Shell offer a fuel guarantee for most fuel purchases (see their website for terms and conditions). I don't know if recent changes to Australian consumer law make those fuel guarantees sort of redundant (especially in regards to other fuel companies), but BP and Shell at least make their guarantees visible for everyone to see and read.

[IN2VWS]

Used the VW additive a few times.....haven't noticed any difference to performance or fuel economy. So, not sure what it is good for.

Speaking of additives, I recently tried a can of Liqui Moly Diesel Particulate Filter Anti-Clog.
On the initial tank of fuel it was mixed with, I didn't really notice much difference. The following 3 tanks, I have been getting 1000km out of a tank. I usually get 850km out of the tank.
Pretty happy with the results so far.

[Tig-uan]

I used original VW additive now sold at official dealers. (pertol version of it). Did not see any identifiable difference, but maybe this is less about improvement of healthy engines, but more about prevention: keeping the carbon build-up down, to make sure things do not get worse later on.