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Antifreeze (Engine coolant), is a liquid substance used in the cooling systems of vehicles to prevent the engine from freezing in cold temperatures and overheating in hot temperatures.
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EverBlue antifreeze coolant is a specially formulated ready to use engine coolant, for both petrol and diesel engines, it is mixture of mono-ethylene glycol and selected chemical agents to provide outstanding all round protection.
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Leather protectant spray work by creating a protective barrier that helps to prevent stains, spills, and damage from everyday wear and tear.
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AdBlue® is stored in a separate tank in diesel vehicles, and it needs to be refilled periodically, depending on the vehicle’s usage and the volume of AdBlue® consumed. The usage rate usually ranges between 3-5% of diesel fuel consumption.
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Multi-purpose foam cleaner spray is a versatile cleaning product that can be used on various surfaces in your home or office.
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Car wax shampoo is a product used in the car washing process to not only clean the vehicle but also provide a protective layer of wax. It is usually applied after washing the car with soap and water to ensure that all the dirt and debris are removed.
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Pitch cleaner spray is a specific type of cleaner used to remove pitch, tar, and other sticky substances from various surfaces. It is often used in automotive maintenance, particularly for cleaning the undersides of vehicles, such as the wheel wells, undercarriage, and tires.
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Car wax shampoo is a product used in the car washing process to not only clean the vehicle but also provide a protective layer of wax. It is usually applied after washing the car with soap and water to ensure that all the dirt and debris are removed.
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Natural gas shortages are boosting the prices of the crucial AdBlue additive needed by many diesel-powered trucks. Russia's natural gas squeeze is spiking the price of a crucial additive used by millions of trucks across the EU and even raising fears of a potential shortage, the logistics industry is warning. Most diesel trucks on European roads meet EU emission standards thanks to AdBlue, an additive that strips harmful nitrogen-oxide emissions from exhaust. Its use isn't optional: Vehicles are programmed to come to a halt after a few kilometers without it. But the steep fall in Russian gas shipments means that producing AdBlue — a combination of carbon dioxide and ammonia made from natural gas — has become dramatically more expensive. Prices in some cases have shot up by as much as seven times since last year, said Toralf Weiße, chairman of German logistics group Netzwerk Logistik Mitteldeutschland. Although there's no widespread shortage of the additive, those price hikes are making industry — which already faced AdBlue supply hiccups last winter — increasingly nervous. International road transport organization IRU says the EU can't afford to assume there won't be any shortages — especially now that Europe's gas supply is under pressure. “Without AdBlue, new-generation trucks, which represent the majority in long-haul transport, will [come to a stop]," Raluca Marian, EU policy director at IRU, said in a statement. She estimates that about 4 million of the EU's 6.2 million trucks would be affected. She wants Brussels to recognize AdBlue as an “essential product without which logistics chains would stop" and consider building up AdBlue reserves and draw up a contingency plan. “A shortage in the winter must be prevented by all means," she said. AdBlue producer SKW Piesteritz — one of Germany's largest — idled its production stating high natural gas prices. However, the company has since rebooted its plant. Germany's economic ministry said this month that it hadn't registered an AdBlue shortfall, and other producers have said they'll continue to supply the product — even as they're hit by the gas prices hikes. "AdBlue is essentially made from natural gas. The skyrocketing prices therefore have a direct and devastating impact on the cost of AdBlue," said a spokesperson for Norwegian producer Yara. This week, German motorist association ADAC agreed there is no nation-wide supply crunch, but added that it had registered a significant jump in prices. A shortage could have a devastating impact in Germany, where as much as 90 percent of truck traffic relies on the additive, German road haulage association BGL warned last year. Weiße wrote an open letter to Germany's Economy Minister Robert Habeck and Transport Minister Volker Wissing, saying that the price for 1 liter of AdBlue had risen from 17 cents in August 2021 to 65 cents a year later; the additive now costs €1.20 per liter. A large truck needs up to 50 liters of AdBlue every two weeks — making it...
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Based on the Candidate List of Substances of Very High Concern (SVHC) published by the European Chemicals Agency as of June 10, 2022 for authorization review (according to EU REACH Regulation No. 1907/2006), 224 substances of very high concern (SVHC ) were screened and tested. According to the specific range and screening test, the SVHC test result in the submitted sample is ≤0.1% (w/w), and our product is passed. All of AdBlue® products got the SGS & ISO & VDA certificates and we will keep the samples of each shipment for quality tracking. What's more ,we do the test with random sample each 1-2 month in international authority such as SGS ,Intertek.We provide AdBlue with more than 13 kinds of package for you to choose!
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High gas prices have forced Germany's suppliers of AdBlue to halt production of AdBlue which is needed in modern diesel engines of trucks and buses to comply with German environmental regulations. Germany's biggest ammonia and urea maker SKW Piesteritz, stopped production about two to three weeks ago to avoid further losses and is about to sell off its remaining AdBlue inventories.
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Supplies of diesel exhaust cleaning liquid in Germany were thrown in doubt on Wednesday as one of the country’s largest makers of the AdBlue-branded fluid said it was running out of stock after stopping production due to high natural gas prices. Germany’s biggest ammonia and urea maker SKW Piesteritz, which relies on natural gas as its key feedstock, stopped producing about two to three weeks ago to avoid further losses and is about to sell off its remaining AdBlue inventories, a spokesperson told Reuters. “We are running dry. We are emptying our inventories because we are no longer producing,” he said. AdBlue is needed in modern diesel engines of trucks and buses to comply with nitrogen oxides exhaust rules. Germany is particularly reliant on AdBlue because of the large proportion of diesel-powered passenger cars on its roads. The energy crisis facing Europe has grown more acute after Russia’s Gazprom indefinitely suspended gas supplied through the Nord Stream 1 pipeline to Germany last week. “We have not yet been able to observe a real shortage, but we are prepared for this and will turn to measures if necessary to keep this important substance available,” an economy ministry spokesperson said at a regular news conference in Berlin, adding the government would monitor the market, among others that rely heavily on gas. Imports from abroad may be an option and producers might qualify for emergency state funding, he added. In the AdBlue market, SKW Piesteritz competes with companies including BASF and Norway’s Yara, which run large plants in Germany for ammonia and related substance urea. These basic chemical feedstocks also play a key role in the manufacturing of nitrogen fertilisers as well as some engineering plastics. The chemical reactors also yield high-purity carbon dioxide (CO2) as a byproduct, which is needed by the meat and fizzy drinks industries.
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AdBlue, also known as diesel engine exhaust treatment fluid, is used in diesel engines to convert nitrogen oxides in automobile exhaust into harmless nitrogen and water, reducing 90% of nitrogen oxides and 80% of particulate matter in exhaust, in order to meet the national exhaust emission standards. Low-quality AdBlue causes serious damage to the nozzles, filters and other components of the vehicle SCR system, and the quality and safety of automotive urea cannot be ignored. AdBlue detection range: AdBlue, solid vehicle urea, low temperature vehicle urea fluid, etc. Test items for AdBlue: Factory testing, composition testing, formula analysis, impurity testing, quality testing, phosphate testing, quantitative testing, alkalinity testing, biuret testing, insoluble matter testing, heavy metal testing, aldehyde testing, freezing point testing, purity testing, concentration testing , formula content detection, density detection, etc. AdBlue detection method: The concentration of AdBlue is one of the key factors in the SCR reduction system. At present, the detection methods of urea solution for vehicles include chemical reagent titration method, Kjeldahl method, and refraction method. AdBlue testing standards: GB/T 2440-2017 Urea GB/T 2441.1-2008 Determination of Urea Part 1: Total Nitrogen Content GB/T 2441.2-2010 Determination method of urea-Part 2: Biuret content spectrophotometry GB/T 696-2008 Chemical Reagent Urea (urea) GB/T 2441.3-2010 Determination of Urea Part 3: Moisture Karl Fischer Method GB/T 2441.6-2010 Determination method of urea-Part 6: gravimetric method of water-insoluble matter content GB/T 2441.4-2010 Determination method of urea-Part 4: Iron content o-phenanthroline spectrophotometry GB/T 2441.5-2010 Determination method of urea-Part 5: Alkalinity volumetric method GB/T 2441.7-2010 Determination method of urea-Part 7: Particle size sieving method
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Australia is facing a ticking time bomb, with a potential new shortage of a critical item now just five months away. Late last year, the country was hit by an alarming AdBlue shortage, sparking fears that up to half of Australia’s truck fleet – representing tens of thousands of vehicles – could be pulled off the road as a result. The problem was caused by a global shortage of urea, a key ingredient found in diesel exhaust fluid (DEF) – also known as AdBlue – and a large component in fertiliser. A major factor in the supply disruption was the fact that China – which previously supplied 80 per cent of Australia’s urea supplies – recently banned the export of the product in order to lower fertiliser prices domestically. The shortage sparked panic as AdBlue is injected into the exhaust systems of modern diesel vehicles in order to reduce emissions, which is a mandatory requirement for trucks, private vehicles and tractors. That crisis was ultimately averted after the former government granted fertiliser juggernaut Incitec Pivot $29.4 million to produce extra supplies of AdBlue. However, the firm previously announced it would cease AdBlue production at its Gibson Island facility in Brisbane at the end of 2022, and the company has since doubled down on that decision. It means that when the Gibson Island facility winds down in just five months’ time, Australia will be completely dependent on imports of AdBlue – a potentially devastating position to be in, given the world’s ongoing supply chain nightmares. A spokesman for Energy and Climate Change Minister Chris Bowen recently told the Financial Review that there were “no forecast shortages” of DEF and that Australia now has “additional supply chain diversity from countries other than China”. “With Incitec Pivot closing, whatever we come up with as a nation, we must ensure onshore production of the base agent. We cannot be reliant on overseas supply, particularly because of the ongoing disruption to supply chains,” he said. “Bringing sovereign capacity back onshore is needed.” Mr Dumesny said he was not blaming the newly elected Albanese Government for the ongoing problem, but said the nation was facing a crucial “deadline” that couldn’t be ignored any longer. “We can’t rely on overseas anymore … it’s a perfect storm at the moment,” he said. He added that while it was possible to turn off the additive, it would immediately void warranties, meaning manufacturers and insurers wouldn’t cover any damages. News.com.au understands turning off the additive could also leave companies exposed to crushing, potentially six-figure fines. “The risks of emissions fines are staggering – it’s an essential ingredient nowadays and AdBlue has reduced truck emissions by 95 per cent,” he said. “It does a powerful job and is part of that essentia...
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China Nitrogen Fertilizer Industry Association: The urea market has strong cost support and is expected to be weak in the short term Demand side:In terms of agriculture, a small amount of fertilizer is being prepared in some parts of Shandong, but the overall amount is limited. The agricultural demand in Northeast China has ended, and there is no obvious follow-up. Overall domestic agricultural demand is low. In terms of industry: the operating rate of the rubber sheet industry has not improved yet, and the demand continues to be weak. The purchase volume of compound fertilizer-scale enterprises was relatively stable this week, and the purchase of raw materials by small enterprises was postponed. Export: There are many bad news on exports this week, and there is no obvious export distribution. In addition, traders are mainly short-selling at present, and some businesses are temporarily withdrawing from the market to wait and see, and the overall demand side is in a weakening stage. Overall, the urea market may continue to fluctuate and fall in the short term.
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AdBlue is an anti-pollutant added to most modern diesel engines, including in trucks and some farm equipment. In the late last year, Australia faced a national shortage of AdBlue due to China stopped exporting urea which is the main ingredient of AdBlue. In order to solve the problem, the Morrison government tipped almost $30 million into Incitec Pivot to ramp up AdBlue manufacturing at its facility in Queensland which catered to most of Australia's requirements. But Incitec Pivot Limited (IPL) will close the Australian facility at the end of the year and stop manufacturing AdBlue. In that case Australia will be facing the shortage and potential bowser price increases unless another domestic manufacturing solution was created before the end of the year.
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