Adding lube to your fuel - Dodge Cummins Diesel Forum
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post #1 of 64 (permalink) Old 03-16-2018, 06:48 PM Thread Starter
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Adding lube to your fuel

STICKY: This thread is for people who use, add, and believe in it's use as a benefit for there trucks. If you are a non believer or nonuser with negative comments you will be deleted.


84 K5 Blazer 97 12v, 47re with E-TransControl, Dodge Dana 60 with free spin hubs, Dana 70, B&M Mega shifter

96 F350 SC dually zf5, 4x4, 92 Cummins, THD 5x12's, THD fuel pin, THD HVLP with adjustable fuel pressure mod, WM, h1c 60/60/12cm WG wired
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post #2 of 64 (permalink) Old 03-16-2018, 06:54 PM Thread Starter
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I wanted to start a Thread for members who use and believe in adding lube to there fuel for making there engine last longer and better MPG's. Tell what your truck is and what you use for your adder.

I have 2 12v's I have been using filtered WMO for 7 years, usually add 1/2 to 1 gallon per tank at fill up. I notice the engine runs smoother and quieter and the RPM's will increase. Also use Power Service in the white bottle and a Cetane additive since you don't know what the Cetane level is in the Diesel that you buy.

84 K5 Blazer 97 12v, 47re with E-TransControl, Dodge Dana 60 with free spin hubs, Dana 70, B&M Mega shifter

96 F350 SC dually zf5, 4x4, 92 Cummins, THD 5x12's, THD fuel pin, THD HVLP with adjustable fuel pressure mod, WM, h1c 60/60/12cm WG wired
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post #3 of 64 (permalink) Old 03-16-2018, 08:17 PM
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Are questions allowed?
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post #4 of 64 (permalink) Old 03-16-2018, 08:19 PM Thread Starter
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Are questions allowed?
No, it's for members to say what they use and how they feel it helps them. Non believers can have there own thread.

84 K5 Blazer 97 12v, 47re with E-TransControl, Dodge Dana 60 with free spin hubs, Dana 70, B&M Mega shifter

96 F350 SC dually zf5, 4x4, 92 Cummins, THD 5x12's, THD fuel pin, THD HVLP with adjustable fuel pressure mod, WM, h1c 60/60/12cm WG wired
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post #5 of 64 (permalink) Old 03-16-2018, 08:31 PM
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I have a 2005 and have used multiple additives (Opti-lube, Power Service Diesel Kleen (white and gray bottles) and Stanadyne. Goals were to protect injectors (after losing several) and CP3, mileage was secondary. Opti-lube gave me a little bump in mileage and seemed to make my truck run a little stronger but is the most expensive. All worked fine in our cold NE Washington winters with easy starts and no gelling even below zero degrees.

I recently started running Cenex Roadmaster Premuim Diesel which already has a premium additive package with extra lubricity. With the warming weather, I just shifted back to Power Service in the Gray bottle and I was reminded how dramatically it reduces injector noise and diesel clatter in general. My truck at lower RPM's almost sounds like a gas engine.

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post #6 of 64 (permalink) Old 03-16-2018, 08:37 PM
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No, it's for members to say what they use and how they feel it helps them. Non believers can have there own thread.
What about those who are on the fence. Don't you think that how you filter the waste motor oil would be of interest? Since we non believers can have our own thread will it also be a sticky?

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post #7 of 64 (permalink) Old 03-16-2018, 08:43 PM Thread Starter
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What about those who are on the fence. Don't you think that how you filter the waste motor oil would be of interest? Since we non believers can have our own thread will it also be a sticky?
I already know which side of the fence your on and where you stand, If you want to start your own and Sticky it go ahead. If you want anything deleted in yours let me know and it will be done.

When your a believer from reading what members post then you can post why you like using it.

There are some Threads on filtering WMO SEARCH is your best friend.

84 K5 Blazer 97 12v, 47re with E-TransControl, Dodge Dana 60 with free spin hubs, Dana 70, B&M Mega shifter

96 F350 SC dually zf5, 4x4, 92 Cummins, THD 5x12's, THD fuel pin, THD HVLP with adjustable fuel pressure mod, WM, h1c 60/60/12cm WG wired
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post #8 of 64 (permalink) Old 03-17-2018, 12:08 AM
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I personally add 2 stoke oil, 1 ounce per gallon every other tank. Not really convinced on any mpg benefit but it does quiet down the motor at idle and raises the idle rpm a tad, the main benefit I use it for is to keep the slide pin that rides the fuel pin free.... had it stick a couple times and never again after I added lube.



Tcw-3 non synthetic is what I use Walmart brand specifically
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post #9 of 64 (permalink) Old 03-18-2018, 04:21 PM
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Lubricity Additive Study Results
The following are the preliminary results of a research study on diesel fuel Lubricity Additives. There is likely to be further commentary and explanation added at a future time. PURPOSE:
The purpose of this research was to determine the ability of multiple diesel fuel additives to replace the vital lubricity component in ULSD (Ultra Low Sulfer Diesel) fuel.
HISTORY:
ULSD fuel is the fuel currently mandated for use in all on road diesel engines. This fuel burns cleaner and is less polluting than it’s predecessor, called Low Sulfer Diesel Fuel. Low sulfer fuel contained less than 500 ppm of sulfer. ULSD contains 15 ppm or less. As diesel fuel is further refined to remove the polluting sulfer, it is inadvertently stripped of its lubricating properties. This vital lubrication is a necessary component of the diesel fuel as it prevents wear in the fuel delivery system. Specifically, it lubricates pumps, high pressure pumps and injectors. Traditional Low sulfer diesel fuel typically contained enough lubricating ability to suffice the needs of these vital components. ULSD fuel, on the other hand, is considered to be very “dry” and incapable of lubricating vital fuel delivery components. As a result, these components are at risk of premature and even catastrophic failure when ULSD fuel is introduced to the system. As a result, all oil companies producing ULSD fuel must replace the lost lubricity with additives. All ULSD fuel purchased at retail fuel stations SHOULD be adequately treated with additives to replace this lost lubricity. The potential result of using inadequately treated fuel, as indicated above, can be catastrophic. There have been many documented cases of randomly tested samples of diesel fuel. These tests prove that often times the fuel we purchase is not adequately treated and may therefore contribute to accelerated wear of our fuel delivery systems. For this reason it may be prudent to use an after market diesel fuel additive to ENSURE adequate lubrication of the fuel delivery system. Additionally, many additives can offer added benefits such as cetane improver, and water separators or emulsifiers. CONTENT:
In this study we will test multiple diesel fuel additives designed to replace lost lubricity. The primary component of this study is a side-by-side laboratory analysis of each additive’s ability to replace this vital lubricity. Additionally, claims of improving cetane, water separation or emulsification, bio-diesel compatibility and alcohol content will be noted. These notes were derived from information that was readily available to consumers (via the label and internet information) and none of this information has been evaluated for validity and/or performance. Cetane information has only been noted if the word “cetane” was used in the advertising information. The words “improves power” has not been translated to mean “improves cetane” in this evaluation. Information on alcohol content is provided by indicating “contains no alcohol”. Omission of the words “contains no alcohol” does not imply that it does contain alcohol. This information was simply missing in the information available to a consumer. However, the possibility of a form of alcohol in these products is possible. Additionally, information on dosages and cost per tankful are included for comparison purposes.
How Diesel Fuel Is Evaluated For Lubricating Ability:
Diesel fuel and other fluids are tested for lubricating ability using a device called a “High Frequency Reciprocating Rig” or HFRR. The HFRR is currently the Internationally accepted, standardized method to evaluate fluids for lubricating ability. It uses a ball bearing that reciprocates or moves back and forth on a metal surface at a very high frequency for a duration of 90 minutes. The machine does this while the ball bearing and metal surface are immersed in the test fluid (in this case, treated diesel fuel). At the end of the test the ball bearing is examined under a microscope and the “wear scar” on the ball bearing is measured in microns. The larger the wear scar, the poorer the lubricating ability of the fluid. Southwest Research runs every sample twice and averages the size of the wear scar. The U.S. standard for diesel fuel says a commercially available diesel fuel should produce a wear scar of no greater than 520 microns. The Engine Manufacturers Association had requested a standard of a wear scar no greater than 460 microns, typical of the pre-ULSD fuels. Most experts agree that a 520 micron standard is adequate, but also that the lower the wear scar the better.
METHOD:
An independent research firm in Texas was hired to do the laboratory work. The cost of the research was paid for voluntarily by the participating additive manufacturers. Declining to participate and pay for the research were the following companies: Amsoil and Power Service. Because these are popular products it was determined that they needed to be included in the study. These products were tested using funds collected by diesel enthusiasts at “dieselplace.com”. Additionally, unconventional additives such as 2-cycle oil and used motor oil were tested for their abilities to aid in diesel fuel lubricity. These were also paid for by members of “dieselplace.com”. The study was conducted in the following manner: -The Research firm obtained a quantity of “untreated” ULSD fuel from a supplier. This fuel was basic ULSD fuel intended for use in diesel engines. However, this sample was acquired PRIOR to any attempt to additize the fuel for the purpose of replacing lost lubricity. In other words, it was a “worst case scenario, very dry diesel fuel” that would likely cause damage to any fuel delivery system. This fuel was tested using the HFRR at the Southwest Research Laboratory. This fuel was determined to have a very high HFRR score of 636 microns, typical of an untreated ULSD fuel. It was determined that this batch of fuel would be utilized as the baseline fuel for testing all of the additives. The baseline fuel HFRR score of 636 would be used as the control sample. All additives tested would be evaluated on their ability to replace lost lubricity to the fuel by comparing their scores to the control sample. Any score under 636 shows improvement to the fuels ability to lubricate the fuel delivery system of a diesel engine.
BLIND STUDY:
In order to ensure a completely unbiased approach to the study, the following steps were taken: Each additive tested was obtained independently via internet or over the counter purchases. The only exceptions were Opti-Lube XPD and the bio-diesel sample. The reason for this is because Opti-Lube XPD additive was considered “experimental” at the time of test enrollment and was not yet on the market. It was sent directly from Opti-Lube company. The bio-diesel sample was sponsored by Renewable Energy Group. One of their suppliers, E.H. Wolf and Sons in Slinger, Wisconsin supplied us with a sample of 100% soybean based bio-diesel. This sample was used to blend with the baseline fuel to create a 2% bio-diesel for testing. Each additive was bottled separately in identical glass containers. The bottles were labeled only with a number. This number corresponded to the additive contained in the bottle. The order of numbering was done randomly by drawing names out of a hat. Only Spicer Research held the key to the additives in each bottle. The additive samples were then sent in a box to An independent research firm. The only information given them was the ratio of fuel to be added to each additive sample. For example, bottle “A” needs to be mixed at a ratio of “480-1”. The ratio used for each additive was the “prescribed dosage” found on the bottle label for that product. Used motor oil and 2-cycle oil were tested at a rationally chosen ratio of 200:1. The Research Laboratory mixed the proper ratio of each “bottled fluid” into a separate container containing the baseline fuel. The data, therefore, is meaningful because every additive is tested in the same way using the same fuel. A side-by-side comparison of the effectiveness of each additive is now obtainable.
THE RESULTS:
These results are listed in the order of performance in the HFRR test. The baseline fuel used in every test started at an HFRR score of 636. The score shown is the tested HFRR score of the baseline fuel/additive blend. Also included is the wear scar improvement provided by the additive as well as other claimed benefits of the additive. Each additive is also categorized as a Multi-purpose additive, Multi-purpose + anti-gel, Lubricity only, non-conventional, or as an additive capable of treating both gasoline and diesel fuel. As a convenience to the reader there is also information on price per treated tank of diesel fuel (using a 26 gallon tank), and dosage per 26 gallon tank provided as “ounces of additive per 26 gallon tank”.
In Order Of Performance:
1) 2% REG SoyPower biodiesel HFRR 221, 415 micron improvement. 50:1 ratio of baseline fuel to 100% biodiesel 66.56 oz. of 100% biodiesel per 26 gallons of diesel fuel Price: market value
2)Opti-Lube XPD Multi-purpose + anti-gel cetane improver, demulsifier HFRR 317, 319 micron improvement. 256:1 ratio 13 oz/tank $4.35/tank
3)FPPF RV, Bus, SUV Diesel/Gas fuel treatment Gas and Diesel cetane improver, emulsifier HFRR 439, 197 micron improvement 640:1 ratio 5.2 oz/tank $2.60/tank
4)Opti-Lube Summer Blend Multi-purpose demulsifier HFRR 447, 189 micron improvement 3000:1 ratio 1.11 oz/tank $0.68/tank
5)Opti-Lube Winter Blend Muti-purpose + anti-gel cetane improver HFRR 461, 175 micron improvement 512:1 ratio 6.5 oz/tank $3.65/tank
6)Schaeffer Diesel Treat 2000 Multi-purpose + anti-gel cetane improver, emulsifier, bio-diesel compatible HFRR 470, 166 micron improvement 1000:1 ratio 3.32 oz/tank $1.87/tank
7)Super Tech Outboard 2-cycle TC-W3 engine oil Unconventional (Not ULSD compliant, may damage 2007 or newer systems) HFRR 474, 162 micron improvement 200:1 ratio 16.64 oz/tank $1.09/tank
8)Stanadyne Lubricity Formula Lubricity Only demulsifier, 5% bio-diesel compatible, alcohol free HFRR 479, 157 micron improvement 1000:1 ratio 3.32 oz/tank $1.00/tank
9)Amsoil Diesel Concentrate Multi-purpose demulsifier, bio-diesel compatible, alcohol free HFRR 488, 148 micron improvement 640:1 ratio 5.2 oz/tank $2.16/tank
10)Power Service Diesel Kleen + Cetane Boost Multi-purpose Cetane improver, bio-diesel compatible, alcohol free HFRR 575, 61 micron improvement 400:1 ratio 8.32 oz/tank $1.58/tank
11)Howe’s Meaner Power Kleaner Multi-purpose Alcohol free HFRR 586, 50 micron improvement 1000:1 ratio 3.32 oz/tank $1.36/tank
12)Stanadyne Performance Formula Multi-purpose + anti-gel cetane improver, demulsifier, 5% bio-diesel compatible, alcohol free HFRR 603, 33 micron improvement 480:1 ratio 6.9 oz/tank $4.35/tank
13)Used Motor Oil, Shell Rotella T 15w40, 5,000 miles used. Unconventional (Not ULSD compliant, may damage systems) HFRR 634, 2 micron improvement 200:1 ratio 16.64 oz/tank price: market value
14)Lucas Upper Cylinder Lubricant Gas or diesel HFRR 641, 5 microns worse than baseline (statistically insignificant change) 427:1 ratio 7.8 oz/tank $2.65/tank
15)B1000 Diesel Fuel Conditioner by Milligan Biotech Multi-purpose, canola oil based additive HFRR 644, 8 microns worse than baseline (statistically insignificant change) 1000:1 ratio 3.32 oz/tank $2.67/tank
16)FPPF Lubricity Plus Fuel Power Multi-purpose + anti-gel Emulsifier, alcohol free HFRR 675, 39 microns worse than baseline fuel 1000:1 ratio 3.32 oz/tank $1.12/tank
17)Marvel Mystery Oil Gas, oil and Diesel fuel additive (NOT ULSD compliant, may damage 2007 and newer systems) HFRR 678, 42 microns worse than baseline fuel. 320:1 ratio 10.4 oz/tank $3.22/tank
18)ValvTect Diesel Guard Heavy Duty/Marine Diesel Fuel Additive Multi-purpose Cetane improver, emulsifier, alcohol free HFRR 696, 60 microns worse than baseline fuel 1000:1 ratio 3.32 oz/tank $2.38/tank
19)Primrose Power Blend 2003 Multi-purpose Cetane boost, bio-diesel compatible, emulsifier HFRR 711, 75 microns worse than baseline 1066:1 ratio 3.12 oz/tank $1.39/tank
CONCLUSIONS:
Products 1 through 4 were able to improve the unadditized fuel to an HFRR score of 460 or better. This meets the most strict requirements requested by the Engine Manufacturers Association. Products 1 through 9 were able to improve the unadditized fuel to an HFRR score of 520 or better, meeting the U.S. diesel fuel requirements for maximum wear scar in a commercially available diesel fuel. Products 16 through 19 were found to cause the fuel/additive blend to perform worse than the baseline fuel. The cause for this is speculative. This is not unprecedented in HFRR testing and can be caused by alcohol or other components in the additives. Further investigation into the possibilities behind these poor results will investigated. Any additive testing within +/- 20 microns of the baseline fuel could be considered to have no significant change. The repeatability of this test allows for a +/- 20 micron variability to be considered insignificant.
CREDITS:
This study would not have been possible without the participation of all companies involved and dieselplace.com. A special Thank You to all of the dieselplace.com members who generously donated toward this study and waited longer than they should have for the results. You folks are the best. Arlen Spicer, organizer.


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post #10 of 64 (permalink) Old 03-18-2018, 04:29 PM Thread Starter
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Thanks for useful information now when someone wants to know what additives are good or available they can look at the list and try one until they find one that they like and then report back on why they like it and the benefits they think they get from using it. This will save alot of questions having to be answered. Thanks you very much.

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96 F350 SC dually zf5, 4x4, 92 Cummins, THD 5x12's, THD fuel pin, THD HVLP with adjustable fuel pressure mod, WM, h1c 60/60/12cm WG wired
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post #11 of 64 (permalink) Old 03-18-2018, 05:28 PM
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Ive been using Walmart super tech ashless 2 stoke oil for years in my 03. It seems to quiet the engine down some and I think it runs better. I even add it to the 55 gal drum I use for the farm vehicles, tractors, diesel Gator ect haven't had a problem. My father also uses 2 stoke oil in his 05 and my brother uses it in his crd jeep. Both have told me they noticed a improvement. Ive tried pretty much all the fuel additives out there, archoil, power and service, Stanadyne,lucas fuel treatment, Opti-lube ect. Only one I like was the Opti-lube, its a little expensive but I did like that it has good lubricity and a ant-gel if needed. Im going to buy some to set back, and only run if its going to be real cold, that way I dont have to worry about the filters on the airdog gelling up. But the 2-cycle oil seems to help with that. Fuel flowed fine even down to 5 with a -13 wind chill no ant-gel added just winter diesel with 2 stoke oil in it.

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post #12 of 64 (permalink) Old 03-18-2018, 07:32 PM
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I run Wallyworld brand 1oz. per gal in my 01 Ram and my 96 Suburban diesel. I feel I get a smidge more mpg in them both along with less noise especially out of the old Suburban.
I will also note my Ram has close to 400k on the original vp44. I am the 2nd owner with all service records. I have put 85% of those miles on it while using 2-stroke from the beginning. Given the vp44 reputation, I think I'm doing something right
I use 40 to 1 mix in my 2-stroke equipment instead of the recommended 50 to 1 as well. I have a 20+ year old echo line trimmer that I attribute its longevity to the extra oil in the mix. I find myself being lazy most of the time and I end up using the mixed gas in the gas can in all the yard equipment with no negative results.

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