These old engines dont like the new fuel. i've never had any problems with my fuel system, but since using this new fuel i'am having to change alot of things on my baby. Seems like every week i'am having a fuel leaking problem. so you guys keep an eye on the engines.
Yeah me too, I just had one return O ring that started leaking and I had to change them all, but that one O ring had 390,000 miles on it, so was it the ULSD or time????????
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Regards,
Paul - Pocono Mtns. USA '90 E350 7.3L Ex-Ambulance High Top 400K Miles, No Turbo, Stock Stock stock, 10 oz. Bars Stop Leak and No ELC!
The way I understand it, if your seals are new enough to still be pliable, you won't have a problem. I haven't had any trouble possibly because the return lines and my IP were changed right before the switch. Maybe it's the salt air down there? Just kidding, of course.
I haven't had a single problem either, but then again, I changed my return lines right before the ULSD came into effect, so I had brand new stuff as far as that goes.
On a side note, I always use TCW-3 low ash 2-stroke motor oil as an additive. I swear up and down it helps some. My IP and/or injectors are definitely showing their age. If I don't run 2-stroke oil my truck will blow some grey when loaded heavily. If I add 2-stroke, it somehow seems to smoke less, but if it does smoke, it's pure black.
Could just be masking the grey smoke by the oil burning darker, but who knows. [img]/ubbthreads/images/graemlins/smokin.gif[/img] Seems to run a little better (and quieter).
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1994 Ford F250 4x4: 7.3L IDI factory turbo, supercab longbed, E4OD *DEAD*. ZF5 swap,Dana 60 swap, GM 14 bolt rear w/ 4.10s, 4" exhaust from stock downpipe back to a 5" stack, IP maxed=1100 degrees max pulling uphill, "modified" wastegate=11psi max,99+ F450SD cab/chassis leaf springs in rear
--motor/trans sold--
2000 VW Jetta TDI = 48+mpg
1997 Dodge 3500: 2WD Cab & Chassis, 12V Cummins, 47RE Automatic, Dana 80, 194,000mi. Parting out.
1989 12V VE Cummins out of Chevy C60? at the machine shop...going into the Ford.
i agree my 7.3 idi tends to run even better than the old fuel
yet if you are having problems you may need to get an additive in it or maybe just try a placw like sonoco or mobile (name brand) they tend to use a lot of additives to improve fuel i run pump fuel and pre pump fuel before all the additives and both work great try some conditioning additives
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88 F-250 body,550 rear frame setup, 7.3 idi, 3:73 dana 80 rear, srw, dana 50 front, heavy duty leaf springs, back up camera, 20$ wallyworld fog lamps, class 5 bumper hitch welded to frame and gusseted, 32" steering tires all around, ac power converter,jeep bucket seats, deezee runningboards (cab only),cobra 29 cb w/ 102" whip, 2 trucklight worklights on front stake pocket each side,high lift jack behind seat, toolbox for the junk, visor, running lights, 6600 lbs with all my junk
Try running ATF or Marvel Mystery Oil in your tank(s). That should help with the lubricity of this new, inferior fuel.
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1989 Ford F-250 (My first diesel, and still own!), 4x2, straight cab, Ford/Sterling 10.25 Rear w/ 4.10:1(Factory!), ZF 5-speed, K&N Air Filter, 3" Straight Pipe (Y-pipe back) w/ 5" tip 265/75-16 rubber, bought w/ only 78,XXX on the clock.
I wouldn't go and say my truck runs better- ULSD has less BTUs per given volume, therefore less power output. It's not much but the good 'ol farm diesel seems to be the best IMO.
I would avoid running ATF or the like- that stuff is not meant to be burned like 2-stroke is... [img]/ubbthreads/images/graemlins/phoney.gif[/img]
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1994 Ford F250 4x4: 7.3L IDI factory turbo, supercab longbed, E4OD *DEAD*. ZF5 swap,Dana 60 swap, GM 14 bolt rear w/ 4.10s, 4" exhaust from stock downpipe back to a 5" stack, IP maxed=1100 degrees max pulling uphill, "modified" wastegate=11psi max,99+ F450SD cab/chassis leaf springs in rear
--motor/trans sold--
2000 VW Jetta TDI = 48+mpg
1997 Dodge 3500: 2WD Cab & Chassis, 12V Cummins, 47RE Automatic, Dana 80, 194,000mi. Parting out.
1989 12V VE Cummins out of Chevy C60? at the machine shop...going into the Ford.
Ive been throwing a quart of good ol rotella in the dodge and the bens every 3rd tank or so and they both seem to like it!
The bens seems pepier!
will do the same for the ford once its on the road.
Discovered a new fuel treatment, SEAFOAM!!!, and of course, Marvel Mystery Oil
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1989 Ford F-250 (My first diesel, and still own!), 4x2, straight cab, Ford/Sterling 10.25 Rear w/ 4.10:1(Factory!), ZF 5-speed, K&N Air Filter, 3" Straight Pipe (Y-pipe back) w/ 5" tip 265/75-16 rubber, bought w/ only 78,XXX on the clock.
Not only is the ULSD inferior fuel that will kill your IP, it also requires a lot more processing to get the sulfur out which makes it more expensive... thank you EPA. Running about 2% Biodiesel will make up for the lost lubricity but I haven't heard anything about whether it will keep your seals from drying out.
The only thing inferior about ULSD is a VERY slight loss of energy content. About 1%. If you can tell the difference, it is some other problem. It does cost SLIGHTLY more to process, but not as much as most would think, and CERTAINLY not as much as the refiners would have you think.
The refinery I just retired from constructed a 180 million dollar processing unit to make ULSD. It requires a certain amount of maintenance, but no additional operators. I am sure it paid for itself in short order.
This refinery DOES add the required lubricity before it leaves the refinery. That does not save our old O rings, however.
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2003 KR F-250 4X4 CC SWB, 6.0, 5 Speed Auto, 3.73 Axle, no Limited slip. Rhino bedliner, Unicover bed cover.
Built on February 19, '03
#2 93 F-150 XLT, 5 Liter, Auto, 4X4, X Cab. 231,000 miles. Uses no oil between changes.
I've been given to understand that there are NO adverse effects of ULSD on our engines except 1% less BTU content of the fuel. Lubricity is added back in to the fuel at the processing stage.
I also believe that the changeover to ULSD happened sooner than the sticker on the pump said. In the states I go to, the stickers all said Oct of 2006 if I recall. That would mean that everyone who bought a 2007 model in the late summer of 06 would have plugged their exhaust systems on day one. Truckers, ambulances, SWAT vans, etc would all have to have voided their warranties. The pump sticker was inaccurate, and I have heard that ULSD was the only product being put out by refineries as early as spring 06.
We went through the exact same panic about leaded/unleaded gas in 1974, but I don't recall every car exploding all at once. I'd be hesitant to blame ULSD on any problems that show up now.
Kip On Truckin'
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1993 IH Thomas Vista school bus converted to freight duty. N/A 7.3 IDI. No air, no cruise, no radio, no tint, no overdrive. Onboard coffee maker w/toaster over and hot dog rotiserie!
Our refinery was online with ULSD in January last year, but ULSD was not advertised in the pumps 'til October or later.
The ULSD does have a drying or shrinking effect on the old O rings, and some will begin to leak.
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2003 KR F-250 4X4 CC SWB, 6.0, 5 Speed Auto, 3.73 Axle, no Limited slip. Rhino bedliner, Unicover bed cover.
Built on February 19, '03
#2 93 F-150 XLT, 5 Liter, Auto, 4X4, X Cab. 231,000 miles. Uses no oil between changes.
I recently had one little seepage/leak on the rt front return T, and just let it go for a couple of weeks. Within 2 weeks, ALL but 2 T's were weeping! Before I could get O-rings ordered & replaced, I had a mess on my hands for a few days. Incidentally, I find it hard to believe that this leakage was coincidence; my engine was NEW (Jasper long block, injectors, IP, etc), so I really think it was the new ULSD.
I ordered a bag of -50- Viton O-rings from McMaster-Carr for $6.35, and had all 16 changed in about 2 hours. If any of you need return T o-rings, these are great! They are O-ring part #111. Ordered them Sunday (on-line) got them Tuesday morning.
There was a post on here recently, I think from cndnguy or something like that giving some good pointers on how to install the new o-rings. I used a dental pick to remove the old ones, lubed up the new ones with Vaseline, and pushed the T's back on with a 5/8" socket; worked great! No leaks after getting the injector lines back on, and I didn't even have to bleed any of the lines; it just started right up with about 1 second of "studdering", then smoothed right out!
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1992 2WD F-250 SuperCab 7.3L 5-spd 4.10 rear. Changed to 5w-40 Rotella Synthetic oil in the crankcase & Deep Purple Synthetic ATF in the Trans. 38K on new Jasper longblock, Bought truck from local University (MSU - 09/20/06). Replaced O-rings on return line caps with Viton. Now on to tackling Biodiesel!!
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