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They act as an abrasive and gradually wear thing like injectors and fuel system components. A magnet will not work because the clutches in the transmission, which wear during use, have non metallic and/or noe magnetic components.
I'm sure there would be some additional wear, but would expect it to be pretty insignificant (possibly even to small to be measurable) if the particles are non-ferrous (which they'd have to be to be non-magnetic). I wouldn't think sub-micronic particles of brass and aluminum are going to have much of an effect on hardened steel parts.
Besides, in the amount of time and miles it would take for them to have an appreciable effect you'd probably save 10 times more than enough on fuel to replace the parts that wore out - don't you think...?
No matter what most people write, no one really wants to go through rebuilding or replacing a diesel engine if they can get around it. If I were inclined to try it, I would filter the heck out of it and send oil samples to Blackstone for analysis.
Besides, in the amount of time and miles it would take for them to have an appreciable effect you'd probably save 10 times more than enough on fuel to replace the parts that wore out - don't you think...?
Depending on your choice of replacement source, oem injectors go for $200+ each.
I think the biggest wory would be the accumulation of abrasive particles in the cylinder. Over enough time you could be looking at a new engine.
Been using it off and on for about four months. I filter it down to one micron absolute then mix it 50/50 runs great no problems so far and I am not worried about it as I have a spare engine sitting in the shop if anything should go wrong. I agree with the above guys who run it by the time something wears out u have saved enough $$$$ to more than cover the repairs. Just my .02
I'd sooner burn WVO, wich has more info available, and is easily obtained.
PS I think the design of the powerstroke makes it burn almost any fuel good because of the injectors, but just cause its runs dont mean its running good.
Still playing catup here....new to the forum. Only had my 7.3L since Jan 09, a good frind of mine has had his since 03, got about 150,000 miles on his. Over the last year he has burnt over 600 gallons of ATF. Only problem was he clogged up the fuel tank, he (we) learned that it needed to be filltered more than what we were doing. I think that a few gallons of pump diesel and the rest ATF is the way to go. I also think folks bash it because the truck smokes more. So as for performance I say do it, as for the environment I would guess it is worse.
I'd sooner burn WVO, wich has more info available, and is easily obtained.
When I started out, I was planning on doing WVO. When I started looking for sources, I found out that the local rendering plant had the monopoly on it. I must have talked to 25-30 different places and all were worried about making this rendering plant mad at them.. Go figure
Transmission fluid is used for lubrication of rotary screw air compressors. A 600 HP air compressor may have as much as 55 gallon sump and they change it every 2000 Hrs. I am in the compressor repair business so I Have plenty to deal with.
Transmission fluid is used for lubrication of rotary screw air compressors. A 600 HP air compressor may have as much as 55 gallon sump and they change it every 2000 Hrs. I am in the compressor repair business so I Have plenty to deal with.
What type of business run these compressors. I may be interested in giving this a try, if I can find a quanity.
Virtually all manufacturing uses compressed air to some degree. Most large factories or cement plants use latge air compressors. Most likely they do not change their own oil, they would have an air compressor dealer do the work and they would dispose of the used oil.