Category: EnerBurn

EnerBurn featured in Road King magazine

EnerBurn is featured in the May/June 2018 issue of Road King magazine.

RoadKing Magazine

DPF Regen Problems?

By  on May 1, 2018

Would you like to experience fewer and more thorough regens? Avoid derating your truck engine’s power or replacing your diesel particulate filter? Reduce or possibly eliminate lost driving time due to parked regens or shop time for cleaning?

JKG Fuel Solutions would like you to try EnerBurn® at no risk on a satisfaction-guaranteed or your-money-back basis. EnerBurn is a fuel consumption catalyst that enhances combustion in the cylinders, creating additional heat during the power stroke for a cleaner, more complete burn that reduces soot emissions by as much as 70%. Read more….

Exhaust Sensor issues – Gone with the Soot

Exhaust Sensor Malfunction                                 

Electronic sensors built into diesel exhaust systems by the OEM engine manufacturer are here to stay.  Practically every OEM engine built since 2007 has both pressure and temperature sensors designed into the Exhaust After-Treatment System (EATS) more commonly referred to as DPF or DEF emissions systems. They are used to control the active DPF regeneration cycle necessary to maintain a properly functioning DPF/DEF exhaust system.  Excessive soot build-up will restrict the flow of exhaust gases and cause the DPF to overheat, possibly resulting in catastrophic damage.

Unfortunately these same sensors can be a frequent cause of “check engine” warning lights when they either malfunction or fail.  The issue can often be traced to impacted soot that can cause the sensor to either read incorrectly or fail prematurely. EnerBurn® does a great job keeping exhaust-side sensors clean.  This benefits the engine owner by preventing lost revenue from down-time and lost profits from expenses related to diagnosing and replacing bad sensors. When it comes to sensors a focus on preventive maintenance is a proven cost-effective strategy.

Larry’s Story:

“This is a pic of my turbo boost sensor (IMAP sensor) which gets carbon packed normally. You can see it is just fine, very little to almost no carbon build up after a year. Paccar recommends a yearly cleaning. But you usually break the sensor on removal and you end up just replacing it. So I’m going to push the cleaning/replacement out to 1 1/2  years. I was very surprised when I pulled it out for replacement and I didn’t break it this time.”

Larry Sullivan, Owner-operator

2011 Paccar engine

EnerBurn customer since October, 2015

Picture of turbo-boost pressure sensor after 1 year.

Bruce’s Story:

After Bruce acquired his 2013 Cummins engine he first had to address a DPF that was already clogged with soot. Then he found the carbon compaction problem in the EGR and Delta sensor housing which likely contributed to the problem of his DPF not regenerating properly.  The DPF was then replaced at around 276,000 miles. Bruce uses EnerBurn to keep the problems caused by soot build-up from recurring.  He also enjoys how much better his truck runs with EnerBurn.

Bruce Luke, Owner-operator

2013 Cummins ISX engine

EnerBurn customer since July, 2017

Picture (above) of soot-impacted air passages in Delta pressure sensor housing from 2013 Cummins engine.

Picture of IMAP sensor (above) from same 2013 Cummins after 4 months without EnerBurn but with regular use of other brand-name fuel additives.

Diesel Fuel Additives for Preventive Maintenance

EnerBurn® is at the right place at the right time as a great fit in the vast array of readily available “after-market” fuel additives. It is growing increasingly common for diesel fleet managers, independent transport “owner operators” and diesel engine mechanics to turn to one or more fuel additive products as a preventive maintenance strategy.

Business owners understand that savings on repairs and reducing downtime leads to sustainable profits. The judicious choice of fuel additives to prevent operational losses makes good business sense. But where do you start?

The key is in understanding the differences among fuel additives and how different types of additive ingredients can be used to address different problems.

It is useful to arm yourself with knowledge of some fuel additive basics.  I limit this to discussion of the three types of fuel additives that are generally recommended to keep diesel engines in good working order, call it engine preventive maintenance “best practices”.  In my opinion these are: 1) combustion improvers and/or fuel combustion catalysts, 2) fuel lubricants, and 3) fuel stabilizers.  These three types of fuel additive ingredients make up a “common-sense” foundation of preventive maintenance for any diesel engine.  The goal being to help extend the life of engine components and reduce down-time. These three additive types should be used more or less continuously – that is, with every tank of fuel on each and every fill-up. This is distinct from those additive types that can help out on those occasions when the situation requires, for example the use of “anti-gel” and/or “anti-freeze” additives in extreme cold weather.

Fuel lubricant additives have become universally recommended by OEM’s since the introduction of ULSD (Ultra-Low Sulfur Diesel) in 2006; there are many different brands to choose from.  Even though there is a fuel specification for lubricity that must be met by suppliers of no. 2-D & no. 1-D ULSD, this is not stringent enough to ensure the fuel has adequate lubricity for protecting diesel engines. This fuel lubricity specification is in accordance with D 975 and the specified maximum value is 520 microns. The standard test method for evaluating the lubricity of fuels is ASTM D 6079 in which a wear scar is produced on a metal sample by what is known as a High Frequency Rotating Rig (HFRR). A straight-forward interpretation of the test is that the lower the number the smaller the wear scar and thus the better the lubricating property of the fuel.  However, as stated in the ASTM literature, “it is not known that this test method will predict the performance of all additive/fuel combinations.” Nonetheless, a good strategy would be to select a fuel lubricant additive that has undergone testing of this type and produced results that were less than the minimum fuel specification of 520 microns by at least 10%-20%.  The next step in the product evaluation would be to assess the cost per treated gallon of the additive as product pricing varies across brands. This is a simple preventive strategy that should help reduce friction and prevent wear and premature failure of fuel pump and fuel injectors.

OEM engine manufacturers have adopted high pressure common rail fuel systems to more precisely control injector timing and create more uniform fuel injection profiles. At the same time fuel injector nozzle tips are machined with smaller holes that produce finer spray patterns.  This is for the purpose of producing extremely fine fuel droplets (the technical term is “atomization”) that can better mix with air in the cylinder to maximize combustion efficiency. Under these conditions of high localized temperatures and pressures (up to 30,000 psi) diesel fuel can react with itself to form gummy deposits that will clog the nozzles and disrupt the fuel spray pattern. This is also referred to as “coking” of the fuel and it can be worse for bio-diesel blends that have inherently lower stability against oxidation. The formation of injector nozzle deposits, often referred to as Internal Injector Deposits (IID), can result in loss of engine power and higher diesel particulate emissions. Use of a fuel stabilizer additive will help prevent fuel injector nozzle fouling. Not only will a good fuel stabilizer additive prevent formation of IID it also will prevent stored fuel from degrading under most conditions.

If injector fouling is suspected then there are plenty of detergent-based “Fuel Injector Cleaner” type additives available. Periodic use of a good fuel injector cleaning product might also be a good preventive maintenance practice in addition to routine use of a fuel additive that has a fuel stabilizer will help prevent new deposits from forming.

The use of a good fuel borne catalyst (FBC) additive for diesel applications represents the 3rd plank in an engine owner’s “platform of preventive maintenance”. The diesel fuel treatment product EnerBurn® has a proprietary formula that includes both the FBC and fuel stabilizer additives. EnerBurn® has been proven to increase the burn rate of diesel thus directly improving the thermal efficiency of diesel engines by 5% – 12%.  The benefit is substantially lowered soot levels and a correspondingly lower risk for maintenance issues caused by the accumulation of carbon deposits and soot.  Tests performed by independent third parties both in the laboratory and field are conclusive in supporting the manufacturer’s claim of up to 70% reduced soot levels for in-service diesel engines.  These results have been duplicated across various engine makes, models, and hours of service.  Results can vary between 30% – 70% reduced particulate matter depending on conditions of engine load and rpm as can be expected.  Summaries of some of these single engine tests are summarized on JKG Fuel Solutions website at

The direct benefits of improved fuel combustion that result from the consistent use of EnerBurn will more than pay for the added cost per treated gallon incurred. A big plus for owners of 2007 or newer diesel engines with DPF /DEF systems are extended intervals between active regenerations, fewer active regenerations and shorter active regeneration times.

When used according to instructions EnerBurn will substantially reduce the soot production on ALL diesel engines, both with and without DPF/DEF emissions control systems.  Soot elimination is critical to extending the life of engine components (pistons, valves, rings, & cylinder).  Eliminate soot from these moving parts and you have just eliminated the biggest contribution to engine wear caused by abrasion.

The FBC also lowers the burn-out temperature of soot thus providing a cleaning and restoration effect for any in-service engine. This benefit for keeping “exhaust-side” components clean cannot be overstated.  As any owner of a retrofitted DPF or 2007 or newer diesel engine can attest the EGR, EGR coolers, DPF, DOC, sensors, and turbo-chargers are all prone to fail pre-maturely due to excessive soot build-up.  Regular use of EnerBurn is a proven strategy and saves thousands of dollars per vehicle per year for these expensive repairs

An Ounce of Prevention is Worth a Pound of Care

I am frequently asked whether old, pre-emissions diesel engines experience the same benefits as newer engines with the use of EnerBurn®. Absolutely.

We understand the vast majority of truck transport companies and off-road diesel equipment owners are small to medium-size businesses who need to get the most out of their fleets. With today’s newer engines and biodiesel-blended fuels, the biggest maintenance problem is caused by the incomplete combustion of diesel resulting in engine-damaging soot and smoke. Soot particles accumulate inside of the engine and exhaust system components usually making their presence known in the form of a check engine dashboard light indicating the need for diesel-particulate filter service or (even worse) a pre-maturely failed component.

Prevention is key

The earlier Enerburn is used as a fuel additive, the fewer problems are likely to occur with a new or rebuilt diesel engine. All diesel engines regardless of year, make, model, whether or not they are equipped with exhaust after-treatment emissions systems will benefit from the combustion improvement they get from EnerBurn as long as there are no underlying mechanical or electrical problems.

The liquid catalyst ingredient in EnerBurn is carried by fuel into the combustion chamber of an engine. EnerBurn is activated by the extreme temperatures produced when fuel burns in the piston-cylinder compartment. In other words, the higher the temperatures, the better it works.

EnerBurn improves the burn rate of diesel during the power stroke of the engine. This catalytically enhanced combustion of diesel is what minimizes soot production while increasing fuel economy. We have engine test reports of fuel consumption and emissions measurements taken at the same time and on the same engine that show significant reductions in both with EnerBurn as compared to without. The tests are conducted by certified 3rd parties under tightly controlled engine operating conditions (constant load and rpm). View summaries of these test results here.

EnerBurn Benefits

Many skeptical first-time users of Enerburn want to know that they are getting their money’s worth, and this typically translates into whether they see better fuel economy. While many clients report what appear to be significant increases in their average miles per gallon, there are other valid indicators of improvement. Here are a few other observations that are typically reported by new customers:

  • Smoother, quieter engine operation with less vibration.
  • More engine power and better responsiveness.
  • Less soot and smoke from the exhaust for those engines without a diesel particulate filter (DPF).
  • Fewer and less frequent active or parked regenerations for those engines with a DPF.
  • Shorter time to regenerate the DPF.
  • Lower diesel exhaust fluid (DEF) consumption for those engines equipped with a DPF/DEF system.
  • Dramatically lower soot values as determined by engine oil analysis after the first or second oil change.
  • Lower values for typical wear metals, such as Cr, Sn, Ni, Cu, Pb, and Al, as determined by engine oil analysis after the first or second oil change.

A number of clients take the more invasive step of disassembling parts of the exhaust system and inspecting them for changes in soot levels. This can be done with relative ease to inspect the EGR valve, exhaust sensors, and/or the DOC/DPF front face for soot build-up. They become true converts when the soot is either absent or dramatically lower than previously seen.

Patience pays

The benefits of EnerBurn tend to be seen in phases over time. For heavy-duty Class-8 trucks, it may take anywhere from one-half to a full gallon of EnerBurn to get through the initial cleaning and conditioning phase. Generally, the higher the miles of service the longer it will take for carbon deposits that have already accumulated to burn away. It also depends on the how that engine was/is being used; long-haul, OTR engines are faster to clean up than engines operating at lower revolutions, and/or under lower-sustained loads.

Through years of listening to customer feedback there are some generalizations that can be reasonably applied to the end-user experience of EnerBurn:

  • Improvements in emissions and DPF regen performance are the first to appear, usually within the first two to four tanks of EnerBurn-treated diesel.
  • Measurable increases in fuel economy take longer to appear and gradually continue to increase during the first three to six months of continuous use.
  • The variability between the maximum and minimum MPG will become less extreme. That is, the MPG will likely stabilize over time to a new, slightly higher average

To learn more about EnerBurn, email

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