Diesel fuel additives

[rhbarsto]

Any recommendations on additives for injectors and fuel system in general. Lot's of stuff out there and they all say they are the best

[LeonardL]

Your best defense is clean fuel. Keep it clean to begin with and that alone will take care of most issues. However... this time of year and given your location a good anti jell additive is a good thing to have. I've used a variety of different ones but usually stick with "Howes Diesel Treat" or "Hot Shot's Secret." Lucas and Stabil also have good additives and I'm sure there are others. These are readily available and easy to find around here. We get similar weather here as you guys. Cold and snowy. I'm sure some of these other guys will have something to recommend as well.

[rhbarsto]

The 350b is in hibernation. I have plenty of modern diesel problems here right now with -30f temps. What I'm asking is what would work best on injectors and cleaning on the old engine. Thanks for the info

[Jim B]

Stanadyne makes an injector cleaner. Alliant Power has a treatment that claims to clean. Most all the brand names like Howes, Power Service, Lucas, and Hot Shot's Secret have products that claim to clean fuel systems and injectors. Different people have different results so I will only say Howes. Lucas. and Power service are my regulars. I feel that regular use takes care of the cleaning as well as lubricity issues.

[Lavoy]

For cold weather as an additive, I use Power Service, if I screw up and am in trouble, I use a product called Melt Down. Similar to Power Service 911, but I feel it works much better.
As a general additive, if you have a rotary Roosamaster pump, then I use TCWIII outboard motor oil. I don't have it any more, but I used to have the print out of an extensive test of additives explicitly for lubricity due to the old rotary pumps not liking low sulfur fuels. They tested probably 20 of the biggest names in the business, plus used engine oil, soy additive, and TCWIII outboard oil. There is a minimum lubricity spec needed for rotary pumps to survice long term. Our of all of the stuff they tested, Soy diesel, used engine oil, TCWIII, and one of the name brands were the only ones that could get the lubricity level above the minimum level. I can't remember the name brand additive any more, wish I could, but I was amazed at how poorly they all performed. The one that really shocked me was Marvel Mystery Oil, which I am a big fan of for other things, actually lowered the lubricity of the fuel.
So, in short, I add a 16oz jug of TCWIII per 20 gallons of diesel in any rotary pump machines.
Lavoy

[Lavoy]

This is not the test I am referencing, but it is representative of inncrease in lubricity of various names.

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

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.

[rhbarsto]

Awesome info, you guys are the best. I worked in the woods here for 20+ years when we spent half our day getting loaders, skidders and trucks running in this weather so the new ones are better in a lot of ways but not nearly as tough. Still lots of logging here in the ADKs so I will be able to get off road for the 350 and i think she will like. Thanks again!

[boaterri]

I used Howe's Diesel Treat for years in my Boat. Never had any issues with water, algae or starting problems.

[pop pop]

speaking of algae, can it be filtered out effectively ?,, i guess i should have read up on all the algae postings on here, ,,sort of answered my own question,

[Jim B]

You have likely figured this out by now; it is not really algae. Algae is a plant and needs sunlight. The problem is microorganisms, which includes various species of bacteria, fungi, and yeasts that grow in the interface between water and diesel fuel in a tank. Some say it is best called the Diesel Bug.

It will plug regular filters, so filtering is not a good way to treat it. It can be filtered with specialized polishing filter arrangements. Given it is living organisms cleaning the tank and fuel system is best along with using a shock dose of a biocide type cleaner to kill it. There are some additives that are milder to maintain protection after the tank has been cleaned and treated with a biocide treatment. Then keeping the fuel clean and water out is critical.

[Lavoy]

We had an HD3 Allis crawler that had a horrible case of algae. It will literally grow through a filter and continue its way to the pump. I have never worked with something so miserable in my life. I set one of the filters on the drawbar, and the black ooze ran down onto the drawbar. Later on I got some of it on my hand, and brake cleaner or carb cleaner would not even try to dissolve it. It took a couple of weeks for the black stain to wear off my hands.
I ended up dumping denatured alcohol in the tank over night, then hot water washing the tank out, and then doing it again. Took at least 4 times to get the tank cleaned out. Soaked the filter housings in alcohol for a week, threw away every fuel line on the crawler.
Lavoy

[Stan Disbrow]

Hi,

Yup. The stuff doesn't show up very often, but when it does I think it's the Creature From The Black Lagoon. If you thought The Blob was a problem, that thing has nothing on the Diesel Algae Monster. The reason no one ever made that movie is that it is too scary to contemplate.

I used to get the job as a kid in the family farm equipment shop of using a steam cleaner on affected tanks, essentially filling the tank with hot water from the condensing steam. The rest of the fuel system lines and filters and housings and such were junked and replaced.

If I never see it again, it'll be too soon.

Stan