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  Topic Review (Newest First)
Today 10:21 AM
Gator1 The proof for me was when my fairly new IP started leaking around the O-rings, and when I added a gallon of 2SO in 1/2 tank it stopped, and never returned. Also my lift pump runs much quieter, injectors as well.
Today 10:15 AM
GAmes
Quote:
Originally Posted by cerberusiam View Post
Note the differences between a tractor engine that uses engine oil for its main lube as opposed to the far more common fuel lubed IP's, what "matters" is directly related to the equipment.

The CR's thrive on additional lube and diesel treatment, the VE pumps that are pushed to the limits NEED the additional additives all the time or they tend to die in spectacular fashion, even the oil lubed IP engines need a periodic dosing of additives to be happy and run better. Mainstay has been PS and standard 2SO in everything for many years and miles. A periodic change to a mix of PS and MMO helps keep the tank, lines, and fuel system that much cleaner. I use about 10 oz's of the PS\lube mix per 1/2 tank and it has shown enough benefits to be worth the extra $$ so it really DOES "matter".
You have an amazingly short memory. I have pointed out to you and on quite a few occasions that the P7100 pump has more fuel lubed parts than any of the 24 valve engine pumps. Calling it a tractor engine doesn't change the fact that early injection pumps don't need any additive, so why do late model ones? They were manufactured after ULSD was mandated. I've also pointed out to you on several occasions that metals inside aircraft fuel control units exist that don't need even as much lubricity as LSD and ULSD provide. And for years now you have been promising a scientific study that confirms that ULSD lacks lubricity. You can not come up with one even though you claim there are several. I ask you again, what did you blame VE and VP failures on before ULSD? Where is the proof that "10 oz's of the PS\lube mix per 1/2 tank and it has shown enough benefits to be worth the extra $$"? I know you didn't do a scientific test . The need for PS and 2SO are only a mainstay in your mind.
Today 09:39 AM
cerberusiam
Quote:
Originally Posted by GAmes View Post
I continue to be additive free and spend my money on things that matter.
Note the differences between a tractor engine that uses engine oil for its main lube as opposed to the far more common fuel lubed IP's, what "matters" is directly related to the equipment.

The CR's thrive on additional lube and diesel treatment, the VE pumps that are pushed to the limits NEED the additional additives all the time or they tend to die in spectacular fashion, even the oil lubed IP engines need a periodic dosing of additives to be happy and run better. Mainstay has been PS and standard 2SO in everything for many years and miles. A periodic change to a mix of PS and MMO helps keep the tank, lines, and fuel system that much cleaner. I use about 10 oz's of the PS\lube mix per 1/2 tank and it has shown enough benefits to be worth the extra $$ so it really DOES "matter".
Today 08:15 AM
steve05ram360
Quote:
Originally Posted by GAmes View Post
Exactly what the advertisement writers of the "Lubricity Additive Study Results" wants people to do. I continue to be additive free and spend my money on things that matter.
Thats awesome. Would be nice if us daily driver HPCR motor owners had it that good (been there, done that, needs ATF/2SO). That extra $4 tank adds up.
Today 07:36 AM
rosco2002 Lots of good info. I use 2smo my self
Today 06:48 AM
GAmes
Quote:
Originally Posted by Duelly Dad View Post
I’ve went back to OptiLube but this time the XPD
Exactly what the advertisement writers of the "Lubricity Additive Study Results" wants people to do. I continue to be additive free and spend my money on things that matter.
Yesterday 08:46 PM
Duelly Dad I’ve went back to OptiLube but this time the XPD
Yesterday 03:51 PM
johnsnowkornar
Quote:
Originally Posted by KMKDIESEL View Post
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 a dog food 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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How many locations does the Container Store have?
09-18-2019 08:17 AM
esminbritt
Quote:
Originally Posted by SyN View Post
Years ago with my 01 Ford 7.3L PSD I always ran a high quality synthetic 5W-40 HD oil w/Synthetic media oil filter along with 8K mile OCI.
With every tank of diesel fuel - I added 6 to 12oz of either Schaeffers diesel treat or Red Line 85Plus. (Depending on how many gallons of fuel was added).

At the 296K mile mark I was still running with the 1st set of OEM injectors!
I am a very much a believer in a well thought out OCI & a very high quality diesel fuel additive! Sold her @ the 298K mile mark!

I am now using Schaeffers Diesel additive (SoyShield) within my new 2017 6.7L CTD.
When I can use discount coupons codes on HSS - Every Day Diesel & Diesel Extreme I dam well take advantage of it.

When used @ the proper dosage: (These) fuel additives are reasonably inexpensive - especially when compared to Cigarettes / Snuff / Alcohol / Drugs / being bought by owners every second of every day.
The annual cost of any of these 4 addictions - makes my tiny diesel fuel additive addiction totally irrelevant! (When a conversation of Waste of $$$ all the sudden out of the blue spews out)!
Agreed on all points
09-17-2019 10:44 PM
7091ram I use mmo and howes in my pickup and my big truck they both run quieter smoother and even have a little better fuel mileage .

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05-25-2019 07:46 PM
Duelly Dad Last summer I was using Optilube summer+, when I ran out I bought Shaffer. I’ve ran it with out and you can definitely tell The difference in the noise level with out the Shaffer’s in the tank. I’m a firm believer it’s going to extend the life of my 18 Ram so every tank it get 2oz of Shaffer lube additive.
05-20-2019 05:47 PM
Floridamark I use Everyday Diesel Treatment.
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