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Adding lube to your fuel

29K views 165 replies 42 participants last post by  7492 
#1 ·
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.
 
#2 ·
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.
 
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#4 ·
No, it's for members to say what they use and how they feel it helps them. Non believers can have there own thread.
 
#5 ·
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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#8 ·
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
 
#9 ·
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.


Sent from my iPhone using Tapatalk
 
#36 ·
Lubricity Additive Study Results

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.
^That was a fantastic read. Personally, I've identified the Opti-Lube summer (4th place) as the cost/performance sweet spot and that's what I'll be trying going forward.

Anecdotally, I spent the first decade of my adult life as a metallurgist at Allied Signal, and worked below a chem lab, so I find tests like this to be fascinating and highly informative. Thank you. Additionally, my father was an engineer too, and introduced me to diesels when he brought home a new 1984 3/4-ton Suburban with a 6.2L N/A diesel. That one lasted nearly 300K miles towing horse trailers interstate to horse shows. It was retired in 1992 and sold around 1998. The reason it was retired is because it got replaced by a 1992 Dodge Cummins intercooled turbo diesel (he raved about the new intercooling), which was the primary horse hauler until 2010. Dad was a big proponent of diesel additives. He'd occasionally run a slug through to clear out water and clear the injectors. Our rigs lasted decades, and as a result I'm a believer in proper additives.
 
#10 ·
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.
 
#11 ·
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.

https://mopar1973man.com/cummins/ar...l_92/2-cycle-oil-engine-noise-reduction-r356/

https://mopar1973man.com/cummins/ar...el_92/adding-2-cycle-oil-to-diesel-fuel-r357/

https://mopar1973man.com/cummins/ar..._fuel_92/diesel-fuel-anti-gel-explained-r360/

https://mopar1973man.com/cummins/ar...esel-fuel-cetane-rating-and-the-effects-r361/
 
#12 ·
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:confused013:
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.
 
#13 ·
400k on a vp44???? You are definitely one of the lucky ones!!!! I’m sure added lube helped the case a little bit as well. A good friend of mine can’t get his to last much over 100k but he runs no added lube and factory lift pump. What lift pump are you running? And for how long of that 400k?
 
#14 ·
I can get pics to prove that it is the oem vp, lol. I am running a Raptor 100 frrp set at 18/19psi at idle and a drop to 15psi at wot. I have had that lp for approx. 8 years and installed it at approx 250k that replaced the oem engine mount lp. However, I do have a receipt that the lp was replaced once by the previous owner by the dealer at about 75k. I also have a habit (weather and location permitting), I will open the hood after a drive to disperse the heat faster/better. I don't know if that does anything, but as stated before, close to 400k on factory vp.
Almost the same story with my diesel burb. I treat it the same as in popping the hood after a drive. It too has the original oem ds4 electronic injection pump with an upgraded lp.
 
#23 ·
I've been using approximately 1 quart of Super Tech 2-stroke oil every fill up (25-30 gal) for probably 8 years. I've noticed no gain in performance, no reduction of engine noise, and no increase in fuel mileage. My truck has never really done great in fuel mileage anyways so I stopped checking a long time ago.

Although I continue to use 2-stroke because of the fact that ULSD has lower lubricity over that of older LDS, and because fuel systems pre-2007 were not designed for ULSD. I dont care to wear out my truck any sooner than it should simply for sake of environmentalism. And also 2-stroke is cheaper than any other fuel lubricant I've found.

Just to point out that I too have a quirky habit of opening the hood in the warmer weather in attempt to offset PSG heat soak. :thumbsup:
I also have a habit (weather and location permitting), I will open the hood after a drive to disperse the heat faster/better.
 
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#15 ·
I’ve been using Stanadyne performance every other tank, I’m making a switch to OptiLube Summer+. I’ve purchased the Gallon jug so I’ll be using it in every tank.
 
#16 ·
I will make a long story short (as much as possible)...

For the longest time I was running PSD white believing it was the way to go. Used MMO several times for cleaning. Fast forward to an injector problem that popped up. Nasty rattle that no additive changed. Tried PSD in higher dose, bio and a new blended diesel synthetic IIRC... only the new diesel made a noticeable change to the rattle but it was still nasty. Finally tuned around it to get me back to Seattle. 2000 miles later & back in the Seattle area, no change. Came across those using ATF for a cleaner and was on the fence with it.

Two days after getting back up north and having no change I felt it was time to send it to a shop and let them have a look. Set my truck back to stock and before leaving for work, decided to give the ATF a shot. Dropped in I think 16oz to 1/3 of a tank and motored on to work (31 miles). Verified rattle had not changed one last time at lunch that day and called the shop & a tow truck (easier as the rental shop was just up the street from work). Truck gets there by 2pm or so and sits overnight.

Next day tech fires it up and lets it idle for 20~30 minutes before looking at it. Get a call around noon from them saying no problem found and they ask for me to head over and go for a ride with them. Fast forward to the ride, truck is cold so I make the drive long enough to get it fully up to temp and guess what... no rattle. Rattle gone. Tech says I should adjust the valves... OK. Pay my bill and head back to work still in shock that the rattle was gone. Noticed the motor running slightly better than on the way into work that day.

I finish out the day and head on home. Next day I notice it running better again... and again on the way home. Oookkaaay... 3 more days, I fill it back up and that weekend I went ahead and adjusted the valves... after that, I'd have to go find the thread on it to recall how it went from there.

But the bottom line, since then been using the Dex III/Merc atf and motor was performing so much better than it had in the previous couple of years. Was hanging my head in shame once I saw how much power came back. About a year back I swapped the injectors out and took pics of the tips. What I saw showed me every nozzle hole free & clear with the carbon build up around it blasted out kind of like a cinder cone in a volcanic region.

Trucks been on a steady diet of 8oz of ATF & 20~24oz of 2SO since and never an issue.
 
#17 · (Edited)
Ok, I’ve ran two tanks of the Opitlube summer +, I’ve been putting in 3oz per 30 gals and I don’t hear anymore noise from the engine. How I describe the noise is a preignition nosie before the Optilube, weather it’s because of raising the Cetain or added Lube for the injectors or both it is much much quieter. As far as mpg it seams to be a little better, I drive the same mileage every week and Friday when I fueled up I use a few gallons less. I’m going to reduce the summer + to 1-1/2 per 30 gallons and see how it does.
 
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#18 ·
I use Optilube XPD after seeing tests over at dieselplace.com when I had a 2007.5 GMC with Duramax. A lot of people said manufacturers have made changes based on using ULSD fuel. That may be true but I use it for peace if mind. I put around 8 ounces every other fill up. I use it as a preventive measure. I haven't seen any performance gains and I don't live in a climate where gelling occurs.
 
#19 ·
Ok, so I’ve changed the amount of Opitlube amount ratio, I added 1-1/2 oz for 30 gallons and still quiet. Will report next week to make sure it stays that way.
 
#20 ·
Does it make any change on your MPG's by adding the Optilube?
 
#22 ·
I’ve moved from 1-1/2 oz in 31 gals to 2 oz in 31 gals, at 1-1/2 oz it started make the detonation sound again....while not as bad as no additive but it did come back. At 2 oz per 31 gals it has been reduced to just every so slightly making the detonation sound so I’m going to move up to 2-1/2 per 31 gals for a couple of tanks to see how it runs and sounds still runs great and mpg has still been improved.
 
#24 ·
Have there been any cases where additives have had a negative affect? I have a 14 6.7 . Bought with 32k miles. At some point in the 50-60k range I was advised that additives would help mpg, performance, and longevity. So I started regularly adding Opti to each fill-up and started using Lucas diesel fuel system cleaner once every month or two. Opti started getting expensive so I switched to kleen grey. There was a noticeable difference in power at first, also mpg. Then slowly the mpg fell on their face and chatter continued like normal... (Heaven forbid I not add each tank because it sounds terrible without it). Now at 105k I'm waiting to get my truck back due to a turbo failure that my diesel tech is blaming on additives possibly causing an excess of soot build up? Would this prognosis hold water in this situation?
 
#25 ·
there is to be no negativity in this thread.............only unicorns and roses.
However I believe steveo5ram as he is a data freak and can probably prove what he posted.
Personally I have had multiple Cummins and did not notice any difference with or without additives.
I can say both my 24v's went over 200,00 miles totally stock one I di run additives one I did not, the one without I did replace a LP at about 110,000 both original VP's
 
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#28 ·
I’ve been running 16 oz of Wally World 2 stroke per 35 gal tankful for about 13 years in my 02. That runs about $3 per bottle with no issues or problems and at work for a major cement plant with around 100 trucks the wrenches use additives all the time in the Cat powered mixers and heavy equipment and swear by it.
I’ve seen zero negative problems with my ride or trucks that haul, grunt, pull, and work hard all day in the blistering desert we work in✌
And my cost is cheap.
 
#29 ·
currently im running my own jam.

I pre fil 16 oz of power service into a 20oz bottles (I fill up every half tank, roughly 20 gallons during city driving) and then add 2oz of Power PLUS top lube to that. I can use either a half bottle per half tank or a full bottle per half tank depending on how I feel (mixture is 16 oz for 20 gallons for "max cleaning/power") and I don't have to do any measuring. just grab one from under my seat and go.
 
#30 ·
Another user of Walmart 2 Stroke oil here.

I wash out, dry and fill up old 20oz bottles of vitamin water with the 2 stroke oil and keep a few in the back of the truck in a crate with extra oil and what not. When time comes to fill up dump one in and top off with diesel.
 
#34 ·
Great idea
buying the gallon jugs would save a few more on some decent two stroke and I always have empty water bottles in the truck to store some ready to use at fill ups. 👍
 
#31 ·
I have used the Xtreme diesel brand fuel addative in both my 03 and now my 05. Has an anti gel in it and they also make a winter blend for really cold temps. Seems to help with keeping smoke output down and I've never had the fuel gel up. Far as mpgs go well I dont really notice a difference but for $8 a bottle that treats up to 500 gallons I figure why not make the habit out of it.
 
#32 · (Edited)
I agree it's a good idea esp with today's fuels. I use the stuff at the local truck stop in the grey bottle, but I haven't done it for several tanks now, and would you believe it, my IP is leaking! lol
 
#33 ·
I use 2 stroke in my 94 CTD because it seems to make the difference whether the truck is usable or not. Apparently some of the 94 and 95 trucks tend to have sticky plungers...at least, mine seems to have the problem. My truck runs terrible, when warm, without extra lube in the fuel. I called 2 well established injection pump rebuilding shops in my area, and was told by both to try extra lube in my fuel. About 2 quarts per full tank seems to work for me. I use various brands of 2SO, and so far it all works to keep my truck running.
 
#35 ·
I also use a Cetane additive to raise the Cetane level since they don't list what it is when you buy it.
 
#37 ·
Ya, I have living proof today's low sulfur diesel is killing our trucks with insufficient lube in the fuel drying out the seals and killing pumps. I have a 10mm stroker pump less than a year old with very low miles that started to leak from the back cover, soo I bought a new oring kit just in case it got worse and someone mentioned to me to try adding some oil to your fuel. So I picked up a gallon of 2SO and dumped it all in last time I filled up, and would you believe somewhere around 1/2 tank left the pump dried up and stopped leaking! It also seems to run a lot quieter from the injectors to the IP and all the way back to the lift pump just seems quieter.
 
#38 ·
I like the idea of adding two stoke oil and or ATF to diesel. ATF is a 10w oil, and will easily mix with diesel. I am thinking, at the pump put the oil in a gallon container, fill with diesel, shake it hard, then dump into the fuel tank, then fuel the truck. This will help mix the oil into the fuel.
The benefit is keeping wear at lower levels, and a smoother running truck for some people. For them with smoother running engine, it could be their fuel system has some wear causing parts to stick a little.

I have run ATF, even 50-50 in old engines and it helped to clean out the carbon and sludge and also cleaned the rings. I ran ATF in the crankcase for about 50,000 miles in a Saturn SL2, then when oil burning got too bad, took it apart and the pistons and rings were clean, and still had cylinder cross hatches. Reason for oil burning was worn valve seals and weak rings. There was no bearing wear, the ATF had no negative affects.
 
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