ULSD Fuel

[Matt0987]

Interesting forum.

This is my first time reading this one. As I understand it....

The Feds mandated cleaner air from diesels. (I have to guess cleaner air translates to less smoke from the pipe. Too many people whining about the black smoke they have seen throughout their lifetimes comming from "tractor trailer" engines. And the attitude of "If our cars have to be cleaner how come the big trucks don't have to clean up?")

Part of the solution has been to reduce the sulfur content of the fuel. The result has been LSD and ULSD.

I do not understand why some of the "lubricants" have been removed. Or, is the sulfur "the lubricant"?

I had a 1983 6.9L in a F-350. I sold it to a nephew after I put some money into it. You know how it works. The nephew hears you are getting a new truck. He wants his uncles truck. He offers to buy it. Uncle has a heart and says ok. Then Uncle has to dump money into it so Uncle doesn't look like a schmuck when the nephew is driving it down the road and it leaves the nephew stranded. (After all, there was a reason that Uncle was getting a new truck.)

Anyway, I started putting Stanadyne into the 6.9L when the Feds required LSD. Then I bought the 03 7.3L Ex. Which was designed for the LSD. And then the 6.0L F-350 when the nephew got the 6.9L as mentioned above. Now we have this ULSD. Which is really low sulfur.

I hadn't even thought that the new ULSD fuel would effect my newer vehicles. But, from what I am gathering from this thread, it may. Or, it may not. Some have claimed lower miledge as a result. Some have claimed no mpg difference. Some have claimed improved mpgs with the additives. Some have claimed quieter, smoother running engines. Others claim there is no change. Some have come up with their own additives. Like ATF. I am wondering if the AFT is actually, slowly, building a layer of sludge on the bottom of the fuel tanks. I believe one person suggested 30 weight oil. I have to wonder about how much of it actually disolves into the fuel and does the good he is looking for.

Of course there is always the person who wants everyone to move to Bio-diesel. Who knows what the source is for the products to make the local Bio-diesel. How well it is filtered. What it's properties are. Once it gets into the fuel tank it could turn to Crisco for all I know. Or, bacon grease. When I was a young man there was always a can of bacon grease on the stove. It is what was used before corn oil, non-saturated cooking oil, olive oil, and the rest of the modern, designer, oils designed for better living.

I think someone who puts bacon grease into anything more modern than a Model T has a lot more money than I have. But then, I do not go to the Indian Reservations, Atlantic City, or Vegas either.

So I have to guess that I am back to the Stanadyne until I read further on the subject.

I started reading this thread by searching for "fuel smell". I believe that I may be smelling a raw diesel smell from my Ex. Though I had just backed into a parking place and it may have been the fumes I was smelling. My 7.3L oil burner does "mark it's spot". Kind of like my dog when I take him for a walk. I have to guess that this marking is not any more uncommon for oil burners than for gasoline engines.

And as far as the Feds covering the costs of their....... Ha Ha Ha.

I have only been on this website for a month or so now. It is interesting. Lot's of helpful information.

[Blacksmith54]

I bought a used 1990 F-350 CCD form a gentleman who was in the Army and going to go play int he sand box he bought the truck from a Snowbird who used it to haul his fifth wheel trailer back and forth to California the truck had about 92k on it when I got it the O rings in the injector returns where just starting to leak so I replaced them shortly after I bought the truck I drove it to Florida to see my brother and deliver an art piece i made for him on the trip the gas stations were changing from LSD to ULSD when I used LSD I got 16.7 mpg and the fuel tank would empty according to Ford's standards in my owners manuel with (18 and 22) with the USLD the ruck runs out of fuel and will NOT restart on the fly at 15 and 18 gallons it has gotten so I just switch over at a quarter tank and then put in more fuel. According to one mechanic it is most likly because the fuel return line is close enough to the pick up that the foam is being recirculated back to the motor and the air in it just stops running.

I have about 160K on the truck now and plan on many more.

PS I also know a Transmission guy who uses his to get rid of his old transmission oil and uses it straight over 500k on it and when we opened it up to fix an oil leak no sludge no issues and 18mpg.

[Apstore]

Anyone ever used a Diesel additive to help with the lower lubricity of ULSD? I just read an article about some stuff called Power Kleen that a study was done on all the diesels at the Georgia Port Authority. Pretty crazy stuff.

Link to original article.
Hydrotex(R) Power-Kleen(TM) Diesel Additive Reduces Emissions and Improves Fuel Efficiency - Forbes.com

Then I found the entire study given by the GA Port Authority:
http://www.gaports.com/LinkClick.asp...d=673&mid=2072

[wvw71]

I use Opti Lube in my 09 F250 6.4.Lubricity Additive Study Results - Diesel Place 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 Abilityiesel 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 biodieselHFRR 221, 415 micron improvement.50:1 ratio of baseline fuel to 100% biodiesel66.56 oz. of 100% biodiesel per 26 gallons of diesel fuelPrice: market value2)Opti-Lube XPDMulti-purpose + anti-gelcetane improver, demulsifierHFRR 317, 319 micron improvement.256:1 ratio13 oz/tank$4.35/tank3)FPPF RV, Bus, SUV Diesel/Gas fuel treatmentGas and Dieselcetane improver, emulsifierHFRR 439, 197 micron improvement640:1 ratio5.2 oz/tank$2.60/tank4)Opti-Lube Summer BlendMulti-purposedemulsifierHFRR 447, 189 micron improvement3000:1 ratio1.11 oz/tank$0.68/tank5)Opti-Lube Winter BlendMuti-purpose + anti-gelcetane improverHFRR 461, 175 micron improvement512:1 ratio6.5 oz/tank$3.65/tank6)Schaeffer Diesel Treat 2000Multi-purpose + anti-gelcetane improver, emulsifier, bio-diesel compatibleHFRR 470, 166 micron improvement1000:1 ratio3.32 oz/tank$1.87/tank7)Super Tech Outboard 2-cycle TC-W3 engine oilUnconventional (Not ULSD compliant, may damage 2007 or newer systems)HFRR 474, 162 micron improvement200:1 ratio16.64 oz/tank$1.09/tank8)Stanadyne Lubricity FormulaLubricity Onlydemulsifier, 5% bio-diesel compatible, alcohol freeHFRR 479, 157 micron improvement1000:1 ratio3.32 oz/tank$1.00/tank9)Amsoil Diesel ConcentrateMulti-purposedemulsifier, bio-diesel compatible, alcohol freeHFRR 488, 148 micron improvement640:1 ratio5.2 oz/tank$2.16/tank10)Power Service Diesel Kleen + Cetane BoostMulti-purposeCetane improver, bio-diesel compatible, alcohol freeHFRR 575, 61 micron improvement400:1 ratio8.32 oz/tank$1.58/tank11)Howe’s Meaner Power KleanerMulti-purposeAlcohol freeHFRR 586, 50 micron improvement1000:1 ratio3.32 oz/tank$1.36/tank12)Stanadyne Performance FormulaMulti-purpose + anti-gelcetane improver, demulsifier, 5% bio-diesel compatible, alcohol freeHFRR 603, 33 micron improvement480:1 ratio6.9 oz/tank$4.35/tank13)Used Motor Oil, Shell Rotella T 15w40, 5,000 miles used.Unconventional (Not ULSD compliant, may damage systems)HFRR 634, 2 micron improvement200:1 ratio16.64 oz/tankprice: market value14)Lucas Upper Cylinder LubricantGas or dieselHFRR 641, 5 microns worse than baseline (statistically insignificant change)427:1 ratio7.8 oz/tank$2.65/tank15)B1000 Diesel Fuel Conditioner by Milligan BiotechMulti-purpose, canola oil based additiveHFRR 644, 8 microns worse than baseline (statistically insignificant change)1000:1 ratio3.32 oz/tank$2.67/tank16)FPPF Lubricity Plus Fuel PowerMulti-purpose + anti-gelEmulsifier, alcohol freeHFRR 675, 39 microns worse than baseline fuel1000:1 ratio3.32 oz/tank$1.12/tank17)Marvel Mystery OilGas, oil and Diesel fuel additive (NOT ULSD compliant, may damage 2007 and newer systems)HFRR 678, 42 microns worse than baseline fuel.320:1 ratio10.4 oz/tank$3.22/tank18)ValvTect Diesel Guard Heavy Duty/Marine Diesel Fuel AdditiveMulti-purposeCetane improver, emulsifier, alcohol freeHFRR 696, 60 microns worse than baseline fuel1000:1 ratio3.32 oz/tank$2.38/tank19)Primrose Power Blend 2003Multi-purposeCetane boost, bio-diesel compatible, emulsifierHFRR 711, 75 microns worse than baseline1066:1 ratio3.12 oz/tank$1.39/tankCONCLUSIONS: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.

[LCJ113]

If any one of you would google sulfur, you would find out that it truly is not a lubricant at all, but a conditioner, so to speak, but for the sake of not upsetting anybody, it does help in making sure that your fuel injectors and o-rings lasts awhile. I have been doing my own testing on a lot of different products the last 4 years and have been listening to and talking to different mechanics myself. I am not a mechanic or have my own diesel engine, as of yet, due to the fact that I did not know just how well built, diesel engines are, and the longivity of the engines and parts, compared to gas trucks or vans. I am planning on getting my on van diesel, and have others allowed me to work on and participate in helping me to understand and repair the engines and other areas to get ready for my own, and to help others when needed
The proper way of testing how much friction is in additives for your fuel should be done the same way for the additives in your engine and trannys and differentials...a Tymken style friction tester, with a torque wrench pressing down on a moving steel case harden test cup with a steel cased hardened ball bearing... the same one in your wheel bases. That is what happenes in your engine and fuel injectors systems, a build up of heat, which is the number one cause of most of your engine break downs anyway...wear and tear.
All diesel engines are in need of a lubricant of some sorts, including the fuel, because of how hard the diesel engines work and the way they are designed, since the beginning of there invention of engines.
Now, that being said, most of your standard oils, which is all of them, have about 50% to 75% of additives in them, once they are shipped to the stores from the refineries. Exxon puts there's in, Shell puts there's in, Mobile puts there's in, etc., etc.. Your man made synthectic oils have about 15% to 20% additives in them,...Amsoil, Mobile, Royal Purple, etc., etc.
But since this is about additives for your fuel, when you put oil into your fuel, 2 cycle, any weight or type of oil, there is a good chance you might be increasing the level of sulfur, which could get you into trouble with the EPA, The laws states that if they were to pull you over for a quick check, and find out that your carrying more then 15% of sulfur, you can start getting a fine from $5,000.00 to $10,000.00 a day, and then they trace back your steps to find out where you got the gas from...okay, you guys do the figuring as to when it might stop. Not to mention that soot that comes from oil and you will be actually polluting the air more as well. I know , I know, some of you have lifted the proper things to help in your MPG, but once again, if caught, you get a fine.
When you add certain types of things, like tranny fluids, and certain types of oil as well, you are actually adding a detergent instead of a lubricant. You can find most of this out when you due your own due dilligence...aka, google or look under www.howstuffworks.com Tons of things are in there to find out.
All of the additives that were mentioned here, have been tested, by the Tymken style friction tester, and each of them all could not go over 1500 psi...(even though the torque wrench measures in foot pounds, the way that the tester is made is designed to convert the angle of pressure to 100 times per square inch, so instead of 10 foot per pound, that would convert to 1000 per square inch), and most of them start to gall the bearing at about 550 to 800 psi. Now, lets not forget that even though we need the extra lubricity, there is also a factor of water, algae, caused by the water, which most of your bio diesel fuels produce alot of as well as regular diesel fuel, that you have to buy along with the additive just to increase your lubricity in your fuels, which adds up to spending around $20 plus extra on top of your fuel and the additive that your using. After I have a chat with the moderators who I do want to get ahold, I can let you know about some other results as well. I know, I know, that alot of you will try and attack me because I do not own my own diesel truck, but here in Houston, you would be surprised how many people, especially mechanics, who cannot afford one because of the gas prices or the break downs that have happened since ULSD came out, and the ones who never owned one themselves, but have worked on them for years, 25 plus), and never plan on owning one, but some of us are keeping track as to why the goverment does what it does. Some of you have hit on the head already... add your own lubricity to your fuel, because it is your responsibility to keep your vehicle with in code.
Check with the jet fuels...they run on an entire different mixture than diesel, but the fuel come from the same source, so they cannot pump all of the fuel with the proper additives to everyone, because of it coating the pipes with the additives ingridients, which stick to the sides of the pipes, and then changing the chemicals that are used in jet fuels. I persoanl have seen what JP4 fuel does to the metal of an airplane and jet, and now a days they even have a better mixture called JP8...(that kind of dates as to how old I am, lolol). I am not challenging anybody to there lack of knowledge or there experience, but just trying to let others know just what they are dealing with. Most of your mechanics out there are telling everyone to continue to change your oil at 3,000 miles...has anyone read there handbook form the OEM's since 2001??? These results that I am stating are the tests that I have done personally, and with the same results from others, who I know also, but in different city's and states. Some of the tests results have come back from registered labratory's, other then paying Southwest Lab's. $100,000.00 per tests, when you can get the same tests done for a fraction of what they charge, and get the exact same testing done. I am sure this will open up some new discussions and I will waiting to hear back from y'all!