Thread: Fuel additive for TD5

or worse, 4 out of 8... but then unless you had one of the failed iceberg engines why would you be putting 2 stroke in the diesel?

i should say 200 parts fuel to 1 part 2 stroke oil

my mates discos are 4 cylinder jobbies maybe the are disco 1's either way they are getting great results
mine is a 2004 d2a td5 on a trip ill get 980 km to 80 litres

and Ive done better on a td5 deefer without the 2 stroke..... 1000km or there abouts to the tank and that was with a trailer on the back...

you have way too many variables to be able to prove your statement.

SWMBOs disco I'll bet is returning the same or better KMs as your mates discos and I dont put 2 stroke in that.

Originally Posted by Blknight.aus

or worse, 4 out of 8... but then unless you had one of the failed iceberg engines why would you be putting 2 stroke in the diesel?

If they made planes out of cast iron then it probably would still be in production today, however, the British aircraft industry wouldnt quite be what it is today, but think of all that available CI for the engines!!


Using Capitals, the difference between helping your Uncle Jack off a horse or helping your uncle jack off a horse...

Originally Posted by Blknight.aus

See these are the kind Of testemonials that you can really rely on...

I suppose all the research and findings by Mercedes Benz and others into the lubricity of diesel fuel being affected by the reduction of sulpur are all false then.

Personal observations are of a quieter cleaner burning motor.

DIESEL FUEL LUBRICITY ADDITIVES
STUDY RESULTS
By
Arlen Spicer
August 2007

Copyright

© The Diesel Place & A. D. Spicer

Copyright

© The Diesel Place & A. D. Spicer - 1 - August, 2007

DIESEL FUEL LUBRICITY ADDITIVES 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
Sulfur 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 its predecessor,
called Low Sulfur Diesel Fuel. Low sulfur fuel contained less than 500 ppm of
sulfur. ULSD contains 15 ppm or less.
As diesel fuel is further refined to remove the polluting sulfur, 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 sulfur 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, anti-gel agents and water
separators (demulsifiers). Some fuel additives include water emulsifiers that
cause the water to remain in suspension with the fuel.
Copyright

© The Diesel Place & A. D. Spicer - 2 - August, 2007

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. The independent lab 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.
Copyright

© The Diesel Place & A. D. Spicer - 3 - August, 2007

METHOD:

An independent research firm 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 independent 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. The fuel was tested using the HFRR
testing facility at the 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 biodiesel
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%
Copyright

© The Diesel Place & A. D. Spicer - 4 - August, 2007

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 the independent research
firm for testing. 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 technician at the 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, nonconventional,
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”.
Copyright

© The Diesel Place & A. D. Spicer - 5 - August, 2007

RESULTS

In Order Of Performance:
1) 2% REG SoyPower bio-diesel
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
Copyright

© The Diesel Place & A. D. Spicer - 6 - August, 2007

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
Copyright

© The Diesel Place & A. D. Spicer - 7 - August, 2007

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 15W-40, 5,000 miles used.
Unconventional
(Not ULSD compliant, may damage systems)
HFRR 634

, 2 micron improvement (statistically insignificant change)

200:1 ratio

16.64 oz/tank
price: $0.00
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
Copyright

© The Diesel Place & A. D. Spicer - 8 - August, 2007

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 strictest 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.
Copyright

© The Diesel Place & A. D. Spicer - 9 - August, 2007

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 be 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, the independent research firm, 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.
Copyright

© The Diesel Place & A. D. Spicer

Ranking Additive

HFRR
Score
Improvement
Over
Base Fuel
Blend
Ratio
Dose
Oz. per
26-Gal Tank
MSRP
$ Cost per
26-Gal Tank COMMENTS
Desired Engine Manufacturers Assoc DESIRED < 460

Desired by the Engine Manufacturers Association

Standard U.S. Standard < 520

U.S. Lubricity Standard for ULSD fuel

Baseline Untreated ULSD #2 Diesel Fuel 636

Baseline fuel used in this study

1 2% REG SoyPower Biodiesel

221 415 50:1 66.56 Market Soybean based bio-diesel

2 Opti-Lube XPD

317 319 256:1 13.00 $4.35 Multi-purpose + anti-gel, Cetane improver, Demulsifier

3 FPPF

RV, Bus, SUV

Diesel/Gas Fuel Treatment

439 197 640:1 5.20 $2.60 Gas & Diesel - Cetane improver, Emulsifier

4 Opti-Lube

Summer Blend 447 189 3000:1 1.11 $0.68 Multi-purpose, Demulsifier

5 Opti-Lube

Winter Blend 461 175 512:1 6.50 $3.65 Muti-purpose + anti-gel, Cetane improver

6 Schaeffer

Diesel Treat 2000 470 166 1000:1 3.33 $1.87 Multi-purpose + anti-gel, Cetane improver, Emulsifier, bio-diesel compatible

7 Super Tech Outboard

2-Cycle TC-W3 Engine Oil

474 162 200:1 16.64 $1.09 Unconventional

- (Not ULSD compliant, may damage 2007 or newer systems)

8 Stanadyne

Lubricity Formula 479 157 1000:1 3.32 $1.00 Lubricant, Demulsifier, Detergent, Anti-Oxidant, Corrosion Inhibitor, Alcohol-Free

9 Amsoil

Diesel Concentrate 488 148 640:1 5.20 $2.16 Multi-purpose - Demulsifier, alcohol free, bio-diesel compatible

10 Power Service

Diesel Kleen

+ Cetane Boost

575 61 400:1 8.32 $1.58 Multi-purpose - Cetane improver, bio-diesel compatible, alcohol free

11 Howe’s

Meaner Power Kleaner 586 50 1000:1 3.32 $1.36 Multi-purpose -Alcohol free

12 Stanadyne

Performance Formula 603 33 480:1 6.93 $4.35 Multi-purpose + anti-gel - Cetane improver, Demulsifier, Detergent, Anti-Oxidant,

Corrosion Inhibitor, Alcohol-Free, 5% bio-diesel compatible

13 Used Motor Oil

Shell Rotella T 15W-40

5,000 miles used.

634 + 2

Insignifficant 200:1 16.64 $0.00 Unconventional

-

(Not ULSD compliant, may damage systems)

14 Lucas

Upper Cylinder Lubricant 641 - 5

Insignifficant 427:1 7.79 $2.65

Gas or Diesel

15 B1000

Diesel Fuel Conditioner

by Milligan Biotech

644 - 8

Insignifficant 1000:1 3.32 $2.67

Multi-purpose, canola oil based additive

16 FPPF

Lubricity Plus Fuel Power 675 - 39 1000:1 3.32 $1.12 Multi-purpose + anti-gel - Emulsifier, alcohol free

17 Marvel

Mystery Oil 678 - 42 320:1 10.40 $3.22 Gas, Oil and Diesel fuel additive

- (NOT ULSD compliant, may damage 2007 and newer systems)

18 ValvTect

Diesel Guard

Heavy Duty/Marine Diesel Fuel Additive

696 - 60 1000:1 3.32 $2.38 Multi-purpose - Cetane improver, Emulsifier, alcohol free

19 Primrose

Power Blend 2003 711 - 75 1066:1 3.12 $1.39 Multi-purpose - Cetane boost, bio-diesel compatible, Emulsifier

Products 13 through 15

had a statistically insignifficant effect on the HFRR score compared to the baseline fuel.

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.

DIESEL FUEL LUBRICITY ADDITIVES STUDY RESULTS
Products 1 through 4

were able to improve the unadditized fuel to an HFRR score of 460 or better. This meets the strictest 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 be investigated.

Copyright© The Diesel Place & A. D. Spicer August, 2007

I hope this sparks peoples interest to look a little farther into the subject rather than to can something with nothing to back it up.

Cheers,

Jason

yep, because according to mercedes test results some addatives are bad for your fuel..

and unless its just pre coffee me I dont see 2 stroke anywhere on that list AND on top of that its pre coffee me, read the red bit about the 2 cycle addative that was tested.
something about not complant and may damage....

just because an addative lets you get less wear from that tank of fuel that does not automatically translate to a better fuel consumption figure Although IF you happened to run nothing but the addative that causes less wear in your fuel over time you would expect your fuel consumption drop off from wear rate to be lower.

your stated observation is that

Originally Posted by johnb44

mine is a 2004 d2a td5 on a trip ill get 980 km to 80 litres

your testamonial is

Originally Posted by johnb44

d a couple of mates with older 4 cyl d2's have been getting great results too in far better economy and quiter motor

which means its totally irrelevent to this topic about adding 2 stroke to td5s because your either talking tdi or they've blown pots out/swapped motors.

As a wise man once said to me, 'There are none so blind as those who will not see'

Cheers,

Jason

I cant comment on fuel additives for Landrover diesels as I don't own one, just a V8 however I do have an Isuzu Dmax and VW Passat. The Passat I don't touch however I have used Wurth additive and my motor does not seem to like it at all. I have also used Firex sold by Isuzu Motorsport (probably a re-badged other product and it seems to do the job.


I also use Castrol 2 stroke at around 200:1 mix and I know for a fact the motor is quieter and has more torque. I don't have printed results to back this up but no-one will convince me it is not worth adding. My brother has a Nissan Navara 3 litre which has done close to 500.000 kms and has run 2 stroke almost from new. It is a work car and and never had a problem apart from a blown hose or pipe to the turbo. It runs as well as the day he bought it.

Ian