General QuestionsGeneral questions related to 1999-2007 Super Duty trucks. If it doesn't fit the other categories, post it here. Gas engine discussion that pertains to all models is allowed. Specific gas engine questions should use the Gas Engines forum.
I have been reading about additives here and there about many people adding various fluids to their fuel to increase lubricity and other things that has been removed with the phase in of ULSD.
I've read where some are adding Stanadyne, Optilube, Diesel Cleen, Amsoil, Ashless 2-Stroke oil, ATF, and even Acetone.
I have been using Power Services Diesel Cleen for a few months and seem to notice MAYBE a slight improvement in mileage. This is before my regular fill station changed from LSD to ULSD. I was averaging a steady 16.6 MPG's and now I'm down to 14.5 and have been running 8 ounces of Diesel Cleen to a tank of fuel.
As far as Diesel Cleen goes... I'm not sure if it really helps or not. What makes me wonder about it is that it feels very sticky. I actually spilled some on a drill case in the bed of my truck and it glued it shut.
I'm somewhat opposed to adding unapproved fluids to my fuel, but would like to have everyone's input on what REALLY works for them. Thanks
__________________ 2004 F-250 6.0 PSD Red Supercrew SB Lariat FX4 (6/04 Build), Bully Dog PMT , 5" Lift w/35" Toyo M/T's on 20x10 KMC Rockstar's, Str8 Piped Turbo Back Side Exit Exhaust, In-dash Audiovox Multimedia Center, Dual Directed Rear Headrest Monitors and Directed DVD Player, Undercover Hard Tonneau Cover and Ford Bedrug Liner
Last edited by tvandyck7 : 04-24-2008 at 08:19 AM.
I have been reading about additives here and there about many people adding various fluids to their fuel to increase lubricity and other things that has been removed with the phase in of ULSD.
The Ford and International engineers know a lot more about what needs to be in our fuel than a bunch of bar-stool experts on the internet.
My Owner's Guide says to use nothing in your fuel that wasn't put in there by the refinery. No aftermarket additives. No used engine oil. No ATF. Nothing. Zero, zip, nada. That assumes you are buying your fuel from a busy truckstop where the fuel meets the latest industry fuel specification.
Almost all the diesel fuel additives are snake oil.
The only additive you might want to add to your fuel is a winterizer, and use that only for sudden unexpected cold snaps that are much colder than the refinery planned on. The refinery sells "winterized" fuel that includes a mix of diesel #1 and other anti-cloud additives, depending on the forecasted temps in your area. So you don't need to worry about it except for sudden very-cold spells.
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My Sierra Blanca is a '99.5 PSD CrewCab hot-rod Towing Machine! BTS tranny; Ford Severe Duty Air Induction System (AIS); 4" stainless turbo-back exhaust; DP-Tuner tunes flashed into an Edge Evolution tuner; ISSPRO EV gauges and Turbo Temp Monitor (TTM); Auxiliary Idle Controller (AIC); SP-Diesel exhaust brake and torque converter controller. Top Job front end replacement. I special-ordered it new and plan to drive it until it quits.
If you are really concerned about lubricity, bio-diesel will provide all that you need as low as a 2% blend. Ford okays a B5 blend, but it has to be a quality bio-diesel.
I have had zero issues with ULS diesel and fuel quality is not the best in Montana. Reminds me of when I was kid and the issues then with unleaded fuel.
I personally think that additives are a waste of time and money, except for winterizers to lower gel points. I saw no improvement with Stanadyne or PowerService.
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'00 F250 XLT (born on 6/00), manual tranny & hubs, SPA Techniques EGT/Boost Gauge, HX Crossover Mod, Return Fuel Regulator, Pace Edwards Tonneau, Toro Liner, 203* T-stat and Bob Riley's Coolant Filter, '86 Alpenlite 25ft 5er, NRA Lifer, NRA/ILA, LUK Clutch, flywheel & pressure plate.
I got this from another site. It is very interesting. This is what got me started on my biodiesel craze. FYI I run b100 and the motor runs very smooth.
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
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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2005 F350 6.0 PSD srw lb sc Zf6 speed
mods: BD exhaust brake- Dura flap mud flaps-Piaa back up lights-Wilson cell amp and antenna-Midwest short throw shifter--C-Betr mirrors-Burning B100
Thanks guys!!! It sounds like B2 is the way to go. I would like to eventually run B100, but I'm somewhat paranoid about it flushing my tank and lines and causing initial filter clogging issues. How exactly and for how long should I phase the bio in to prevent this for happining all at once? I'm due a filter change soon so I'd like to start it soon. I have never run bio in my truck mainly because I was unsure about it and there is only one station in my town that sells it and it is always the exact same price as ULSD. I guess I'll go buy a 5 gallon diesel jug and get some B100 and mix it as I go. Only using B2, I should only have to add half a gallon to a tank, so it should last me a while. WDWKR - Thanks for the great info! What all did you go through when you changed to B100? Are there any secrets I need to know before I go ahead and start on B2?
__________________ 2004 F-250 6.0 PSD Red Supercrew SB Lariat FX4 (6/04 Build), Bully Dog PMT , 5" Lift w/35" Toyo M/T's on 20x10 KMC Rockstar's, Str8 Piped Turbo Back Side Exit Exhaust, In-dash Audiovox Multimedia Center, Dual Directed Rear Headrest Monitors and Directed DVD Player, Undercover Hard Tonneau Cover and Ford Bedrug Liner
Thanks guys!!! It sounds like B2 is the way to go. I would like to eventually run B100, but I'm somewhat paranoid about it flushing my tank and lines and causing initial filter clogging issues. How exactly and for how long should I phase the bio in to prevent this for happining all at once? I'm due a filter change soon so I'd like to start it soon. I have never run bio in my truck mainly because I was unsure about it and there is only one station in my town that sells it and it is always the exact same price as ULSD. I guess I'll go buy a 5 gallon diesel jug and get some B100 and mix it as I go. Only using B2, I should only have to add half a gallon to a tank, so it should last me a while. WDWKR - Thanks for the great info! What all did you go through when you changed to B100? Are there any secrets I need to know before I go ahead and start on B2?
When I started using bio I started really slow. I started with b5 and worked my way up to b100. I would say in about 2 months time I was at b50. I would add a few more gallons of bio on each tank. I have changed the fuel filters after every 4-5 tanks of fuel. I fill up once a week so I have changed them around 4 times since I started using bio. In the winter months I stayed at b50 to b80 due to the cold temps in the morning here. The most important thing is to get quality bio that meets or exceeds ASTM D-6751. Here is a good place to start some reading. National Biodiesel Board - www.biodiesel.org - www.nbb.org
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2005 F350 6.0 PSD srw lb sc Zf6 speed
mods: BD exhaust brake- Dura flap mud flaps-Piaa back up lights-Wilson cell amp and antenna-Midwest short throw shifter--C-Betr mirrors-Burning B100
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F-250 6.0 PSD Red Supercrew SB Lariat FX4 (6/04 Build), Bully Dog PMT 
, 5" Lift w/35" Toyo M/T's on 20x10 KMC Rockstar's, Str8 Piped Turbo Back Side Exit Exhaust, In-dash Audiovox Multimedia Center, Dual Directed Rear Headrest Monitors and Directed DVD Player, Undercover Hard Tonneau Cover and Ford Bedrug Liner
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