http://forums.dieselpowermag.com/70/635 ... page2.html
Що пък да не пробвам и аз
Още днес, и ще докладвам пак Но пък от друга страна...
You should absolutely never do this in an engine designed for ULSD. At the 200:1 ratio, your catalyst could be seeing 2.5 units of sulfur for every designed 1 unit of sulfur, turning your 250,000 mile catalyst into a 100,000 mile catalyst, voiding warranties, and opening yourself up to other trouble. At a more realistic 50:1 (or other similar 2-stroke type ratio) your catalyst could now be seeing 7 units of sulfur for every designed 1 unit of sulfur, turning your 250,000 mile catalyst into a 36,000 mile catalyst. With one good high-sulfur slug (say you add too much with a low fuel tank) and you can actually brick your catalyst within a few hundred miles (it's at least partially recoverable but the controls won't recover it because they won't know what happened).
Така че може и да е ОК за двигатели, които не са ПД....
http://www.eng-tips.com/viewthread.cfm? ... 408&page=1
И тук, от производител на двутактови масла...
Note on the practice of adding two stroke oil to ultra low sulphur diesel.
There is a perception in the market that Ultra Low Sulphur Diesel has poor lubricity properties. The apparent motivation behind the after market addition by customers of two-stroke oil to diesel is to increase or “replace” the lubrication properties of the diesel fuel.
While it is true that neat (before the addition of additives) low sulphur diesel has poorer lubricity properties than higher sulphur diesel, the assumption that ULS diesel sold in the market has poor lubricity is incorrect. The lubricity of diesel is corrected by means of a lubricity additive which is added to the diesel at the production plant. A lot of research and testing has gone into understanding the correct type of additive to be used, the correct dosage rate and to determine if there are any antagonistic reactions between the lubricity additive used and the other additives that are added to the diesel. After addition of this additive to the ULS diesel, the fuel has to meet the SANS 342 fuel specification for lubricity and every batch of diesel produced by Sasol is tested and meets this specification. Hence it is clear that the market myth of lubricity problems with ULS diesel is not factual.
It is important to understand some of the indirect negative consequences of the addition of two-stroke oil to diesel.
The two-stroke oil is a heavier hydrocarbon (HC) compound that will sometimes not ignite completely in the combustion chamber. This will increase the soot/ carbon deposits in the combustion chamber due to the un-burnt HC compounds. This in itself defeats the purpose of the Sasol ULS diesel formulation, which contains highly advanced detergency additives, to counter the formation of combustion chamber deposits.
A further concern with the addition of two-stroke oil is where vehicles are fitted with closed loop emission control systems, more specifically catalysts. In this case, the un-burnt heavy HC compounds can make their way through to the exhaust system. These unburnt HC’s can cause deposits on the catalyst brick front fire-face, which can eventually lead to total catalyst blockage necessitating replacement of the catalyst.
Two stroke oil contains additives which may affect the performance of the additives used in the diesel.
Granted, it is from SASOL. But the explanation on the "heavier HC" tells me that driving with a light foot on a long descend (lowering the temperature in the combustion chamber) will lead to soot build-up, which will be blasted out putting foot on the uphill.
Не! Някой ще вземе да ме обърка в тъмното с димен запорожец 
Таз схема нека си остане за двутактовите.
