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Fuel Additive Study (long)
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<blockquote data-quote="DiamondSCattleCo" data-source="post: 630770" data-attributes="member: 2862"><p>THE RESULTS:</p><p></p><p>These results are listed in the order of performance in the HFRR test. The </p><p>baseline fuel used in every test started at an HFRR score of 636. The score </p><p>shown is the tested HFRR score of the baseline fuel/additive blend.</p><p>Also included is the wear scar improvement provided by the additive as well </p><p>as other claimed benefits of the additive. Each additive is also categorized </p><p>as a Multi-purpose additive, Multi-purpose + anti-gel, Lubricity only, </p><p>non-conventional, or as an additive capable of treating both gasoline and </p><p>diesel fuel.</p><p>As a convenience to the reader there is also information on price per </p><p>treated tank of diesel fuel (using a 26 gallon tank), and dosage per 26 </p><p>gallon tank provided as "ounces of additive per 26 gallon tank".</p><p></p><p>In Order Of Performance:</p><p></p><p>1) 2% REG SoyPower biodiesel</p><p>HFRR 221, 415 micron improvement.</p><p>50:1 ratio of baseline fuel to 100% biodiesel</p><p>66.56 oz. of 100% biodiesel per 26 gallons of diesel fuel</p><p>Price: market value</p><p></p><p>2)Opti-Lube XPD</p><p>Multi-purpose + anti-gel</p><p>cetane improver, demulsifier</p><p>HFRR 317, 319 micron improvement.</p><p>256:1 ratio</p><p>13 oz/tank</p><p>$4.35/tank</p><p></p><p>3)FPPF RV, Bus, SUV Diesel/Gas fuel treatment</p><p>Gas and Diesel</p><p>cetane improver, emulsifier</p><p>HFRR 439, 197 micron improvement</p><p>640:1 ratio</p><p>5.2 oz/tank</p><p>$2.60/tank</p><p></p><p>4)Opti-Lube Summer Blend</p><p>Multi-purpose</p><p>demulsifier</p><p>HFRR 447, 189 micron improvement</p><p>3000:1 ratio</p><p>1.11 oz/tank</p><p>$0.68/tank</p><p></p><p>5)Opti-Lube Winter Blend</p><p>Muti-purpose + anti-gel</p><p>cetane improver</p><p>HFRR 461, 175 micron improvement</p><p>512:1 ratio</p><p>6.5 oz/tank</p><p>$3.65/tank</p><p></p><p>6)Schaeffer Diesel Treat 2000</p><p>Multi-purpose + anti-gel</p><p>cetane improver, emulsifier, bio-diesel compatible</p><p>HFRR 470, 166 micron improvement</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$1.87/tank</p><p></p><p>7)Super Tech Outboard 2-cycle TC-W3 engine oil</p><p>Unconventional (Not ULSD compliant, may damage 2007 or newer systems)</p><p>HFRR 474, 162 micron improvement</p><p>200:1 ratio</p><p>16.64 oz/tank</p><p>$1.09/tank</p><p></p><p>8)Stanadyne Lubricity Formula</p><p>Lubricity Only</p><p>demulsifier, 5% bio-diesel compatible, alcohol free</p><p>HFRR 479, 157 micron improvement</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$1.00/tank</p><p></p><p>9)Amsoil Diesel Concentrate</p><p>Multi-purpose</p><p>demulsifier, bio-diesel compatible, alcohol free</p><p>HFRR 488, 148 micron improvement</p><p>640:1 ratio</p><p>5.2 oz/tank</p><p>$2.16/tank</p><p></p><p>10)Power Service Diesel Kleen + Cetane Boost</p><p>Multi-purpose</p><p>Cetane improver, bio-diesel compatible, alcohol free</p><p>HFRR 575, 61 micron improvement</p><p>400:1 ratio</p><p>8.32 oz/tank</p><p>$1.58/tank</p><p></p><p>11)Howe's Meaner Power Kleaner</p><p>Multi-purpose</p><p>Alcohol free</p><p>HFRR 586, 50 micron improvement</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$1.36/tank</p><p></p><p>12)Stanadyne Performance Formula</p><p>Multi-purpose + anti-gel</p><p>cetane improver, demulsifier, 5% bio-diesel compatible, alcohol free</p><p>HFRR 603, 33 micron improvement</p><p>480:1 ratio</p><p>6.9 oz/tank</p><p>$4.35/tank</p><p></p><p>13)Used Motor Oil, Shell Rotella T 15w40, 5,000 miles used.</p><p>Unconventional (Not ULSD compliant, may damage systems)</p><p>HFRR 634, 2 micron improvement</p><p>200:1 ratio</p><p>16.64 oz/tank</p><p>price: market value</p><p></p><p>14)Lucas Upper Cylinder Lubricant</p><p>Gas or diesel</p><p>HFRR 641, 5 microns worse than baseline (statistically insignificant change)</p><p>427:1 ratio</p><p>7.8 oz/tank</p><p>$2.65/tank</p><p></p><p>15)B1000 Diesel Fuel Conditioner by Milligan Biotech</p><p>Multi-purpose, canola oil based additive</p><p>HFRR 644, 8 microns worse than baseline (statistically insignificant change)</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$2.67/tank</p><p></p><p>16)FPPF Lubricity Plus Fuel Power</p><p>Multi-purpose + anti-gel</p><p>Emulsifier, alcohol free</p><p>HFRR 675, 39 microns worse than baseline fuel</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$1.12/tank</p><p></p><p>17)Marvel Mystery Oil</p><p>Gas, oil and Diesel fuel additive (NOT ULSD compliant, may damage 2007 and </p><p>newer systems)</p><p>HFRR 678, 42 microns worse than baseline fuel.</p><p>320:1 ratio</p><p>10.4 oz/tank</p><p>$3.22/tank</p><p></p><p>18)ValvTect Diesel Guard Heavy Duty/Marine Diesel Fuel Additive</p><p>Multi-purpose</p><p>Cetane improver, emulsifier, alcohol free</p><p>HFRR 696, 60 microns worse than baseline fuel</p><p>1000:1 ratio</p><p>3.32 oz/tank</p><p>$2.38/tank</p><p></p><p>19)Primrose Power Blend 2003</p><p>Multi-purpose</p><p>Cetane boost, bio-diesel compatible, emulsifier</p><p>HFRR 711, 75 microns worse than baseline</p><p>1066:1 ratio</p><p>3.12 oz/tank</p><p>$1.39/tank</p><p></p><p>CONCLUSIONS:</p><p></p><p>Products 1 through 4 were able to improve the unadditized fuel to an HFRR </p><p>score of 460 or better. This meets the most strict requirements requested by </p><p>the Engine Manufacturers Association.</p><p>Products 1 through 9 were able to improve the unadditized fuel to an HFRR </p><p>score of 520 or better, meeting the U.S. diesel fuel requirements for </p><p>maximum wear scar in a commercially available diesel fuel.</p><p>Products 16 through 19 were found to cause the fuel/additive blend to </p><p>perform worse than the baseline fuel. The cause for this is speculative. </p><p>This is not unprecedented in HFRR testing and can be caused by alcohol or </p><p>other components in the additives. Further investigation into the </p><p>possibilities behind these poor results will investigated.</p><p>Any additive testing within +/- 20 microns of the baseline fuel could be </p><p>considered to have no significant change. The repeatability of this test </p><p>allows for a +/- 20 micron variability to be considered insignificant.</p><p></p><p>NOTES</p><p></p><p>At this point, I'm posting notes I collected, that were in response to the </p><p>survey. Accuaracy not guaranteed, simply included for thought and </p><p>discussion.</p><p></p><p>According to Steve Westbrook at SwRI, The lubricity benefit of biodiesel is </p><p>pretty much maximized at 2%. Up to 4% gives a SLIGHT increase over 2%, but </p><p>we are talking sharply diminishing returns. He even offered up that most of </p><p>the benefit seen at 2% would also be seen at as little as 0.5%. This is nice </p><p>to know if you are thinking of using bio as a lubricity additive. The need </p><p>for 100%, 20%, or even 5% bio really isn't at all necessary from a lubricity </p><p>standpoint.</p><p></p><p>This answers another recent post. Someone wanted to know if the benefit of </p><p>additives is cumulative. In other words, add an additive with benefit 300 </p><p>microns to bio, do you get a crazy low wear scar number. The answer is NO. </p><p>There is a saturation point. More additive may improve HFRR to a point and </p><p>then it stops. Adding 3+3 may only equal 3.2.</p><p></p><p></p><p></p><p>Emulsifiers tend to allow water past a water separator. This means that </p><p>water can condense in the system after shut down, causing huge problems in </p><p>the form of rust, and perhaps sulfuric acid, depending on fuel sulfur </p><p>content.</p><p></p><p>BOTH certifications for 2-cycle oil are ashless/low ash. Some 2-cycle oils </p><p>contain higher amounts of ash but they certainly wouldn't receive </p><p>certification because that's just one requirement of the certification. </p><p>What's on the list includes oils that are very, very similar and in some </p><p>cases are identical in their ingredients/concentrations. They are all </p><p>produced by the same refinery. I've done some exhaustive searches for </p><p>something with almost ALL lubricating oil but the problem I have run into is </p><p>that ALL 2-cycle oils have some degree of solvents (naphtha) in them. They </p><p>add these so that the higher viscosity lubricating oils will mix better with </p><p>gasoline on contact and to lower the flash point. The ashless part of the </p><p>equation comes into play because the ashless/low ash oils burn very clean. I </p><p>will still be looking for more oils but so far, most of the other MAJOR </p><p>manufacturers, use a lot of extras that end up diluting or reducing the </p><p>actual amount of "lubricating" oil that you're putting in. As for Naptha, it </p><p>is a flash-point lowering form of petroleum, and YES, it is oily and can be </p><p>considered a lubricant. But, that term has to be taken into context. Your </p><p>diesel, in your tank, is oily as well. But, it's still low on lubricity. </p><p>Naptha isn't as dry as Kerosene (most fuel injector cleaners) but when mixed </p><p>with lubricating oil, it will actually cut it or thin it down a bit. When </p><p>mixed with very dry petroleum, it most certainly will provide some </p><p>lubrication. The real question is, "Is that ENOUGH lubrication for the VP44 </p><p>injection pump?". That's why I've listed oils that are high on lubricating </p><p>oil to begin with. The higher the oil-to solvent ratio, then the better </p><p>lubed your fuel system will be. I'm still looking but most others are </p><p>already out of the running for those reasons alone. And, I also want to </p><p>point out that I didn't push towards one particular brand, but some are </p><p>clearly not formulated like we need. The entire Valvoline, Chevron, and </p><p>Citgo lines of oil are high on solvents and additives that are really not </p><p>needed when being used with a diesel fuel. The majority of those additives </p><p>are added to aid in the blending with GASOLINE. Here's a VERY SIMPLE </p><p>breakdown in layman's terms.</p><p></p><p></p><p>-----------------------------------------------> 2-CYCLE (low solvent)</p><p></p><p>GASOLINE ]----------+----------+----------+----------+----------[ DIESEL</p><p></p><p>-----------------------------< 2-CYCLE (high solvent)</p><p></p><p>Basically, gasoline and diesel are on opposite ends of the fuel spectrum. </p><p>One is very dry and highly-volatile (gasoline), the other is lubricated and </p><p>more stable (diesel). The 2-cycle oils fall into this spectrum closer to the </p><p>side of diesel. The solvents/naphthas are added to help push the mix closer </p><p>towards gasoline on this scale because the mix with gasoline has to burn </p><p>like gasoline. For our use, we don't need that extra naptha because we don't </p><p>need the lower flash point, high flammability. Hope this helps.</p><p></p><p>We all know that diesel fuel has more BTU's than Gasoline right...</p><p></p><p>#2 Diesel .......................... 139,000 BTU's</p><p>Gasoline............................ 125,000 BTU's</p><p></p><p>So this is why diesel does more work (TQ) and has better MPG numbers </p><p>compared to there gasoline brothers...</p><p></p><p>Here is some more to think about for BIO fuels... Small reduction but not </p><p>bad...</p><p></p><p>Ethanol ............................. 76,000 BTU's</p><p>B20................................... 138,000 BTU's</p><p>B100.................................. 130,000 BTU's</p><p></p><p>Now for you common 3 diesel additives...</p><p></p><p>Naptha............................... 15,000 BTU's</p><p>Mineral Spirits...................... 19,000 BTU's</p><p>Xylene............................... 18,000 BTU's</p><p></p><p>So this proves the MORE fuel additives you use the LESS amount of HP/TQ and </p><p>MPG your going to get from your truck... All its doing is washing out the </p><p>fuel...</p><p></p><p>So how about 2 cycle oil...</p><p></p><p>2 cycle oil (avg).................... 138,000 BTU's</p><p></p><p>So 2 cycle oil isn't going to reduce the BTU value of diesel fuel. So its </p><p>still a excellent choice as a fuel additive so far...</p><p></p><p></p><p>There is no benefit to using a higher cetane number fuel than is specified </p><p>by the engine's manufacturer.The ASTM Standard Specification for Diesel Fuel </p><p>Oils (D-975) states, "The cetane number requirements depend on engine </p><p>design, size, nature of speed and load variations, and on starting and </p><p>atmospheric conditions. Increase in cetane number over values actually </p><p>required does not materially improve engine performance. Accordingly, the </p><p>cetane number specified should be as low as possible to insure maximum fuel </p><p>availability." This quote underscores the importance of matching engine </p><p>cetane requirements with fuel cetane number!!!</p><p>So adding cetane boosters are not going to improve the performance of the </p><p>engine and/or fuel.</p><p>Cetane improvers modify combustion in the engine. They encourage early </p><p>ignition of the fuel. They encourage premature combustion and excessive rate </p><p>of pressure increase in the combustion cycle.</p><p>Look at the materials they use in most cetane boosters. Mineral Spirits, </p><p>Xylene, and Naptha none of these chemicals are even close to the diesel fuel </p><p>family. They also have very low flash points like gasoline! Every one of </p><p>them are used for degreasing and cleaning solvents.</p><p>Cetane Number is a measure of the ignition quality of a diesel fuel. It is </p><p>often mistaken as a measure of fuel quality. Cetane number is actually a </p><p>measure of a fuel's ignition delay. This is the time period between the </p><p>start of injection and start of combustion (ignition) of the fuel. In a </p><p>particular diesel engine, higher cetane fuels will have shorter ignition </p><p>delay periods than lower cetane fuels.</p><p>Cetane booster tend to advance the timing of ignition. Hence the ignition </p><p>knock that you hear. The lower the cetane number the less ignition knock </p><p>you'll hear. Also the flash point and the auto-ignition temps of the fuel is </p><p>reduced greatly.</p><p>Cetane number should not be considered alone when evaluating diesel fuel </p><p>quality. API gravity, BTU content, distillation range, sulfur content, </p><p>stability and flash point are very important. In colder weather, cloud point </p><p>and low temperature filter plugging point may be critical factors.</p><p>All of the cetane boosters on the market tend to reduce the BTU content of </p><p>the fuel. Hence it reduces the MPG and the HP/TQ numbers. Sulfur content is </p><p>been reduced national to 520 HFRR (<15 PPM Sulfur) which mean less lubricity </p><p>of the fuel. Cetane boosters tend to de-stabilize the flash point. Go back </p><p>to my Chemical definition page and look at the flash points of the different </p><p>chemicals.</p></blockquote><p></p>
[QUOTE="DiamondSCattleCo, post: 630770, member: 2862"] 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. NOTES At this point, I'm posting notes I collected, that were in response to the survey. Accuaracy not guaranteed, simply included for thought and discussion. According to Steve Westbrook at SwRI, The lubricity benefit of biodiesel is pretty much maximized at 2%. Up to 4% gives a SLIGHT increase over 2%, but we are talking sharply diminishing returns. He even offered up that most of the benefit seen at 2% would also be seen at as little as 0.5%. This is nice to know if you are thinking of using bio as a lubricity additive. The need for 100%, 20%, or even 5% bio really isn't at all necessary from a lubricity standpoint. This answers another recent post. Someone wanted to know if the benefit of additives is cumulative. In other words, add an additive with benefit 300 microns to bio, do you get a crazy low wear scar number. The answer is NO. There is a saturation point. More additive may improve HFRR to a point and then it stops. Adding 3+3 may only equal 3.2. Emulsifiers tend to allow water past a water separator. This means that water can condense in the system after shut down, causing huge problems in the form of rust, and perhaps sulfuric acid, depending on fuel sulfur content. BOTH certifications for 2-cycle oil are ashless/low ash. Some 2-cycle oils contain higher amounts of ash but they certainly wouldn't receive certification because that's just one requirement of the certification. What's on the list includes oils that are very, very similar and in some cases are identical in their ingredients/concentrations. They are all produced by the same refinery. I've done some exhaustive searches for something with almost ALL lubricating oil but the problem I have run into is that ALL 2-cycle oils have some degree of solvents (naphtha) in them. They add these so that the higher viscosity lubricating oils will mix better with gasoline on contact and to lower the flash point. The ashless part of the equation comes into play because the ashless/low ash oils burn very clean. I will still be looking for more oils but so far, most of the other MAJOR manufacturers, use a lot of extras that end up diluting or reducing the actual amount of "lubricating" oil that you're putting in. As for Naptha, it is a flash-point lowering form of petroleum, and YES, it is oily and can be considered a lubricant. But, that term has to be taken into context. Your diesel, in your tank, is oily as well. But, it's still low on lubricity. Naptha isn't as dry as Kerosene (most fuel injector cleaners) but when mixed with lubricating oil, it will actually cut it or thin it down a bit. When mixed with very dry petroleum, it most certainly will provide some lubrication. The real question is, "Is that ENOUGH lubrication for the VP44 injection pump?". That's why I've listed oils that are high on lubricating oil to begin with. The higher the oil-to solvent ratio, then the better lubed your fuel system will be. I'm still looking but most others are already out of the running for those reasons alone. And, I also want to point out that I didn't push towards one particular brand, but some are clearly not formulated like we need. The entire Valvoline, Chevron, and Citgo lines of oil are high on solvents and additives that are really not needed when being used with a diesel fuel. The majority of those additives are added to aid in the blending with GASOLINE. Here's a VERY SIMPLE breakdown in layman's terms. -----------------------------------------------> 2-CYCLE (low solvent) GASOLINE ]----------+----------+----------+----------+----------[ DIESEL -----------------------------< 2-CYCLE (high solvent) Basically, gasoline and diesel are on opposite ends of the fuel spectrum. One is very dry and highly-volatile (gasoline), the other is lubricated and more stable (diesel). The 2-cycle oils fall into this spectrum closer to the side of diesel. The solvents/naphthas are added to help push the mix closer towards gasoline on this scale because the mix with gasoline has to burn like gasoline. For our use, we don't need that extra naptha because we don't need the lower flash point, high flammability. Hope this helps. We all know that diesel fuel has more BTU's than Gasoline right... #2 Diesel .......................... 139,000 BTU's Gasoline............................ 125,000 BTU's So this is why diesel does more work (TQ) and has better MPG numbers compared to there gasoline brothers... Here is some more to think about for BIO fuels... Small reduction but not bad... Ethanol ............................. 76,000 BTU's B20................................... 138,000 BTU's B100.................................. 130,000 BTU's Now for you common 3 diesel additives... Naptha............................... 15,000 BTU's Mineral Spirits...................... 19,000 BTU's Xylene............................... 18,000 BTU's So this proves the MORE fuel additives you use the LESS amount of HP/TQ and MPG your going to get from your truck... All its doing is washing out the fuel... So how about 2 cycle oil... 2 cycle oil (avg).................... 138,000 BTU's So 2 cycle oil isn't going to reduce the BTU value of diesel fuel. So its still a excellent choice as a fuel additive so far... There is no benefit to using a higher cetane number fuel than is specified by the engine's manufacturer.The ASTM Standard Specification for Diesel Fuel Oils (D-975) states, "The cetane number requirements depend on engine design, size, nature of speed and load variations, and on starting and atmospheric conditions. Increase in cetane number over values actually required does not materially improve engine performance. Accordingly, the cetane number specified should be as low as possible to insure maximum fuel availability." This quote underscores the importance of matching engine cetane requirements with fuel cetane number!!! So adding cetane boosters are not going to improve the performance of the engine and/or fuel. Cetane improvers modify combustion in the engine. They encourage early ignition of the fuel. They encourage premature combustion and excessive rate of pressure increase in the combustion cycle. Look at the materials they use in most cetane boosters. Mineral Spirits, Xylene, and Naptha none of these chemicals are even close to the diesel fuel family. They also have very low flash points like gasoline! Every one of them are used for degreasing and cleaning solvents. Cetane Number is a measure of the ignition quality of a diesel fuel. It is often mistaken as a measure of fuel quality. Cetane number is actually a measure of a fuel's ignition delay. This is the time period between the start of injection and start of combustion (ignition) of the fuel. In a particular diesel engine, higher cetane fuels will have shorter ignition delay periods than lower cetane fuels. Cetane booster tend to advance the timing of ignition. Hence the ignition knock that you hear. The lower the cetane number the less ignition knock you'll hear. Also the flash point and the auto-ignition temps of the fuel is reduced greatly. Cetane number should not be considered alone when evaluating diesel fuel quality. API gravity, BTU content, distillation range, sulfur content, stability and flash point are very important. In colder weather, cloud point and low temperature filter plugging point may be critical factors. All of the cetane boosters on the market tend to reduce the BTU content of the fuel. Hence it reduces the MPG and the HP/TQ numbers. Sulfur content is been reduced national to 520 HFRR (<15 PPM Sulfur) which mean less lubricity of the fuel. Cetane boosters tend to de-stabilize the flash point. Go back to my Chemical definition page and look at the flash points of the different chemicals. [/QUOTE]
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