BORPower additive?

[aerohead]

Originally Posted by Logic

As I advise dissolving the Boric Acid in hot water and adding it to a hot engine it actually makes no difference to the topic at hand.

From Argonne National Labs who works with the US govt and NASA etc, not some student thesis:

The above results demonstrate that with a mixture of boric acid and an oil lubricant, the friction coefficients are reduced by 10 to over 1000% below those of the unmixed lubricant itself. The wear rates of pins are reduced by factors of 50 to 100 below those of pins tested in unmixed oil itself
https://patents.google.com/patent/US5431830A/en

That's what 1st got my attention and why I studied BA.
Then an old smokey engine came along and I tried it.
That car continued operating for years after till it was stolen.
Now I believe in BA and am trying to share.

Perhaps I should start a new topic:
Looking for 'Old Smokey' (car/engine) for experiment.

* Personally, I've never 'seen' piston pin wear, only piston pin, bronze 'bushing' wear, on the small end of connecting rods.
* A 'smoky' engine, suffering from stuck piston rings can, sometimes be 'freed', simply with an oil change, because of the presence of the full detergent additive package within the 'new' motor oil.

[aerohead]

Originally Posted by Logic

There was doubt as to how much water, formed during combustion, got past rings into stock oil.
Fact is; it's a substantial amount. So much so that there is research on the acids formed from combustion byproducts dissolved in said water.

https://www.jstor.org/stable/44722874
https://www.spectrosci.com/knowledge...e-oil-analysis
https://www.azomining.com/Article.aspx?ArticleID=1423

But lets say someone came up with a hypothetical high heat hydraulic like seal that never leaked anything to under the piston.
IF
I dissolve Boric Oxide in water and add it to the engine BELOW said seal.
THEN
How is the seal pertinent to the lubrication and surface protection abilities of BA on the other side of said seal..?

As for a completely clean, same as before, magnet on a sump plug:
Yes they are much cleaner once the engine is run in, but there's always a small amount of very fine particles on the sump plug magnets of an engine with std engine oil.
I looks like a grey/er layer with a sheen in sunlight.

I rebuilt my 1st engine at the age of 10 or 11, so no; I DO NOT consider a sump plug magnet that looks like a school experiment with iron filings normal wear.
(Makes me wonder what exactly your opinion of me is..? And, as respect is mutual; why you should expect mine of you to be any better..?)

* 'Water' cannot exist within the combustion chamber during oxidation of the charge.
* 'Water vapor' does exist, created by the hydrogen in the long chain hydrocarbon molecule combining with oxygen from the atmosphere.
* The only way it can make it to the crankcase, to compromise the engine oil, is by 'blowby' past the compression rings and oil-control ring.
* Whenever the crankcase temperature is at, or below the 'dewpoint' of the water vapor-charged gases, the water vapor will condense into liquid water, which on wintry days you'll see 'draining' out of the tailpipe, and, or, forming visible 'clouds.'
* Other by-products of combustion can possess a pH low enough to be acidic, which can eat away at certain metallic surface treatments. This is one reason for the oil change interval recommendation.
* Properly functioning piston rings exhibit a magnitude of blowby that is statistically meaningless.

[Logic]

Originally Posted by aerohead

* Personally, I've never 'seen' piston pin wear, only piston pin, bronze 'bushing' wear, on the small end of connecting rods.
* A 'smoky' engine, suffering from stuck piston rings can, sometimes be 'freed', simply with an oil change, because of the presence of the full detergent additive package within the 'new' motor oil.

In the labs that study lubrication they use a Pin on Disk device to test the lubricants.
Part of the test is to put the post test, scratched disk under a microscope and pear at it intently.

This is Proof that:
Without actually reading the NEW FACTS presented to you, (LINKED for your convenience); any pre conceived opinions you may have are in fact about as useful as a one armed boxer with an itchy arse!

Also a 'Don't wanna know' type opinion hurts you more than it does the presenter of the idea.
HowTF am I, or anyone, supposed to give any weight whatsoever to anything you have to say on this subject if you insist on remaining ignorant of the new facts presented..?

[Logic]

Originally Posted by aerohead

* 'Water' cannot exist within the combustion chamber during oxidation of the charge.

So your opinion of me is so low that you believe, I believe there to be water, rather than steam and/or water vapour present in the combustion chamber during the power stroke?
LOL!

Originally Posted by aerohead

* 'Water vapor' does exist, created by the hydrogen in the long chain hydrocarbon molecule combining with oxygen from the atmosphere.

Well thx for clearing that up for me aerohead.
I'd never have guessed that the H in HCs combines with the O2 in air to form water in one form or another in an engine otherwise!

Originally Posted by aerohead

* The only way it can make it to the crankcase, to compromise the engine oil, is by 'blowby' past the compression rings and oil-control ring.

No!? What about teleportation!? As in "Beam me down Scotty!" I saw it in Star Trek so it's definitely possible!

Originally Posted by aerohead

* Whenever the crankcase temperature is at, or below the 'dewpoint' of the water vapor-charged gases, the water vapor will condense into liquid water, which on wintry days you'll see 'draining' out of the tailpipe, and, or, forming visible 'clouds.'

The crankcase is sealingly and slidingly disconnected from the crankcase by said piston rings.

The crankcase breather of most all engines exhausts into the engine intake, not the exhaust.

So the only way for crankcase water to end up in the exhaust is by;

• boiling/evaporating out of the oil-water emulsion in the crankcase and leaving via the crankcase breather system, into the intake.
• then going through the engine with the intake mixture and being blown out the exhaust valves and ultimately the tailpipe.

If
the amount of water in the crankcase is very small, as asserted, wouldn't the bulk of the water coming out the exhaust be from the combining of H and O as you asserted earlier..?

The fact that the steam has cooled to below the condensation point on cold mornings merely makes the water formed during combustion visible on cold mornings.
It's still there during the heat of a summer day, you just don't see it because it hasn't condensed at or around the point of leaving the tailpipe.

Originally Posted by aerohead

* Other by-products of combustion can possess a pH low enough to be acidic, which can eat away at certain metallic surface treatments. This is one reason for the oil change interval recommendation.

Quite so!
Now suppose you're a mad scientist like me. (NOT to be confused with a stupid scientist... )
Being a scientist ; you discover that by dissolving a certain substance (Boric Oxide say) in the water before putting it in contact with metals has the following effects:

• The acid to forms an extremely hard (85% the hardness of diamond), extremely wear resistant ceramic surface on the metal.
• Said ceramic surface is also extremely resistant to attack by other acids, effectively shielding the metal underneath from any further attack by them, stopping the erosion normally seen by the acids formed from combustion in its tracks, including further attack by your acid itself.
• Said surface transitions from this hard ceramic layer to a layer with 70X less friction than previous lubricants at a distance of around 0.5 microns form the ceramic side.

What do you do with your new found discovery?
Do you decide that;

• Despite the evidence you have carefully collected by following research protocols and seen with your own eyes, the results are too good to be true and therefore to be dismissed without another thought?
• Come to the conclusion that you have stumbled upon a major discovery that will change the lubrication industry for ever... IF you can convince engine etc makers that they want to produce engines etc that never wear out, cutting their profits to a 10th of what they currently are.

Originally Posted by aerohead

* Properly functioning piston rings exhibit a magnitude of blowby that is statistically meaningless.

Yet the piping used in crankcase breather systems is never smaller than an ID of around 6mm. Why not use 'statistically insignificant' oil pressure gauge pipe with an ID of under 0.5 mm instead? It'll be cheaper...

The blowby per stroke is 'statistically insignificant', but considering there are around 3000 of them every minute in your running car things may add up to the point where you want to change the oil quite often..?

You would do well to stop treating me like an idiot. What does this look like to other forum members..?

[aerohead]

Originally Posted by Logic

In the labs that study lubrication they use a Pin on Disk device to test the lubricants.
Part of the test is to put the post test, scratched disk under a microscope and pear at it intently.

This is Proof that:
Without actually reading the NEW FACTS presented to you, (LINKED for your convenience); any pre conceived opinions you may have are in fact about as useful as a one armed boxer with an itchy arse!

Also a 'Don't wanna know' type opinion hurts you more than it does the presenter of the idea.
HowTF am I, or anyone, supposed to give any weight whatsoever to anything you have to say on this subject if you insist on remaining ignorant of the new facts presented..?

1) What sort of 'lubricants' would they be testing that way?
2) I'm not experiencing that any 'proof' of lubrication germane to automotive engines is in any way being conducted. Sex Toys?
3) I don't argue with opinions.
4) I argue with what I've observed, beginning since my dad overhauled our lawnmower's Briggs & Stratton engine when I was about 5-years old, overhauling go-kart and mini-bile engines in junior high, a Morris Minor 1000, and Rambler American in high school, an engine rebuilding course taught by a Volkswagen Master Mechanic at Lancaster, California's Junior College while in the Air Force, then through college, building Volkswagen engines, and reading papers on tribology in the SAE Journals and Transactions in the Texas Tech University Library, then SAE Journals and Transactions at the Dallas Public Library, written by the career tribologists involved in automotive engine design, around the world.
5) Do you have a source of tribological bona fides that exceeds the level of expertise represented by members of the Society of Automotive Engineers? I'm all ears!

[aerohead]

Originally Posted by Logic

So your opinion of me is so low that you believe, I believe there to be water, rather than steam and/or water vapour present in the combustion chamber during the power stroke?
LOL!


Well thx for clearing that up for me aerohead.
I'd never have guessed that the H in HCs combines with the O2 in air to form water in one form or another in an engine otherwise!


No!? What about teleportation!? As in "Beam me down Scotty!" I saw it in Star Trek so it's definitely possible!


The crankcase is sealingly and slidingly disconnected from the crankcase by said piston rings.

The crankcase breather of most all engines exhausts into the engine intake, not the exhaust.

So the only way for crankcase water to end up in the exhaust is by;

• boiling/evaporating out of the oil-water emulsion in the crankcase and leaving via the crankcase breather system, into the intake.
• then going through the engine with the intake mixture and being blown out the exhaust valves and ultimately the tailpipe.

If
the amount of water in the crankcase is very small, as asserted, wouldn't the bulk of the water coming out the exhaust be from the combining of H and O as you asserted earlier..?

The fact that the steam has cooled to below the condensation point on cold mornings merely makes the water formed during combustion visible on cold mornings.
It's still there during the heat of a summer day, you just don't see it because it hasn't condensed at or around the point of leaving the tailpipe.



Quite so!
Now suppose you're a mad scientist like me. (NOT to be confused with a stupid scientist... )
Being a scientist ; you discover that by dissolving a certain substance (Boric Oxide say) in the water before putting it in contact with metals has the following effects:

• The acid to forms an extremely hard (85% the hardness of diamond), extremely wear resistant ceramic surface on the metal.
• Said ceramic surface is also extremely resistant to attack by other acids, effectively shielding the metal underneath from any further attack by them, stopping the erosion normally seen by the acids formed from combustion in its tracks, including further attack by your acid itself.
• Said surface transitions from this hard ceramic layer to a layer with 70X less friction than previous lubricants at a distance of around 0.5 microns form the ceramic side.

What do you do with your new found discovery?
Do you decide that;

• Despite the evidence you have carefully collected by following research protocols and seen with your own eyes, the results are too good to be true and therefore to be dismissed without another thought?
• Come to the conclusion that you have stumbled upon a major discovery that will change the lubrication industry for ever... IF you can convince engine etc makers that they want to produce engines etc that never wear out, cutting their profits to a 10th of what they currently are.

Yet the piping used in crankcase breather systems is never smaller than an ID of around 6mm. Why not use 'statistically insignificant' oil pressure gauge pipe with an ID of under 0.5 mm instead? It'll be cheaper...

The blowby per stroke is 'statistically insignificant', but considering there are around 3000 of them every minute in your running car things may add up to the point where you want to change the oil quite often..?

You would do well to stop treating me like an idiot. What does this look like to other forum members..?

1) All cylinder bore bottom openings share the same space as the crankcase.
2) During combustion, the pressure of the exploding charge and it's gases are available to crankcase if piston ring blowby exists.
3) The water vapor in the gases will condense into liquid water upon experiencing dewpoint temperature, creating 'sludge.'
4) Your writing lacks the specificity of the 'technical writing' which would never leave the reader wondering what level of command of the topic you were in possession of.
5) Whether you realize it or not, your arguments seem to be a form of 'disputation', rather than logic, in which getting to the 'facts' is not the real premise, just 'winning' the argument, at all cost.
6) Yes, the positive crankcase ventilation system ( PCV valve ) dumps into the airbox, ahead of the air cleaner.
7) If crankcase 'water' is entering the exhaust, it's only pathway will be via the PCV valve, as water vapor.
8) Yes, the exhaust stroke evacuates the waste gases, which is mostly Nitrogen, plus water vapor, and incomplete products of combustion.
--------------------------------------------------------------------------------------
9) Okay, you've dissolved 'Boric Oxide'? or 'Boric Acid' in water, to create a water-soluble solution. Need clarification before we proceed.
( the internet is ambiguous about this ).

[freebeard]

Originally Posted by Logic

You would do well to stop treating me like an idiot. What does this look like to other forum members..?

He may be a curmudgeon, but he's our curmudgeon. You should have seen the epic battle with Julian Edgar, that ended with a banning.

[Logic]

Originally Posted by aerohead

1) What sort of 'lubricants' would they be testing that way?
2) I'm not experiencing that any 'proof' of lubrication germane to automotive engines is in any way being conducted. Sex Toys?
3) I don't argue with opinions.
4) I argue with what I've observed, beginning since my dad overhauled our lawnmower's Briggs & Stratton engine when I was about 5-years old, overhauling go-kart and mini-bile engines in junior high, a Morris Minor 1000, and Rambler American in high school, an engine rebuilding course taught by a Volkswagen Master Mechanic at Lancaster, California's Junior College while in the Air Force, then through college, building Volkswagen engines, and reading papers on tribology in the SAE Journals and Transactions in the Texas Tech University Library, then SAE Journals and Transactions at the Dallas Public Library, written by the career tribologists involved in automotive engine design, around the world.
5) Do you have a source of tribological bona fides that exceeds the level of expertise represented by members of the Society of Automotive Engineers? I'm all ears!

https://www.tribonet.org/wiki/pin-on-disk-test/

5:
No I don't.
Who finances said Society?
Is it likely to be car manufactures that profit from the sale of engines, gearboxes, drivetrains etc?
All the tings you'd want to wear out so you can sell more?

While the research and the how it works is available for all to research; what holds you back from doing so?
I don't see one reference to scientific research on this subject from you.
Not one in all your posts here, while I have many.
Why??
Why not back up your arguments with SCIENCE if you "don't argue opinions"???
That would beat contradicting yourself!

Perhaps the the other personal experiences I have been trying to avoid in favour of the science actually hold more weight to you?
Here are 29 pages of positive forum posts by people... shall we say; more open minded than those on this forum who have added Boric Oxide to their engines:
https://www.team-bhp.com/forum/techn...ngine-oil.html

Your Boric Oxide - Boric Acid question:
Boric Oxide is a very hygroscopic substance.
See "Stability" here:
https://www.borax.com/BoraxCorp/medi...e.pdf?ext=.pdf
So when Boric Oxide is exposed to the atmosphere a lot of it turns into Boric Acid.

B2O3 + 3H2O → 2H3BO3

Because of this the 2 terms are often used interchangeably throughout the literature on Boric Oxide/Acid.
But as I researched this, I know its the Acid.

You will note that in the Team BHP forums everyone was adding Boric Oxide powder, without water, to engines etc.
They saw results after a long time, not within 10 KM as I did with (hot: more suluble) water also added.

The reason for this is simple:
I did the research and therefor knew that it was in fact the Acid and not the Oxide that is the lubricant, while they were lucky that there is in fact the argued water in engine oil for the oxide to react with to form the desired acid/lubricant.


It seems the issue here is that you put no weight in my research ability.
That's perfectly understandable given that you don't know me and only 1 in 20 people have an IQ of over 120 and less than that do any research.

But that will change. Slowly. Grudgingly.
But, if you read my links, it will change.
That there is the only reason I bother to take the time to argue/debate with you.


(NB that I am aware of the tactic of goading people into saying something bannable on forums as a means of getting rid of them for whatever personal reasons.
That's no way win a debate... )