I've read several times here about CCV oil in the induction:

crasher · **Posted:** Fri Dec 05, 2014 8:15 pm

I've read it's not a problem, and can act as a little extra source of BTUs in the combustion process.

Before this CRD I used to run a '97 Ram with a 12 valve Turbodiesel Cummins, and I used to burn T-5 Rotella waste oil from oil changes at a gallon / tankful. I generally just filtered it through a big paper coffee filter in a funnel, as did others.

If I filter the 5w-40 Mobil1 synthetic turbo diesel truck oil I squeeze out of the engine during changes - can I burn 1/2 gallon lube oil in the 20 gallon tank in a similar fashion?
I'm about to install the EGR delete elbow kit, so EGR soot won't be a factor.

I got ~300K miles out of the Cummins, and we justified this method as adding a little lubricity to the fuel.

I don't know much about these CRDs yet, so I ask: Whats the consensus here?

gmctd · **Posted:** Fri Dec 05, 2014 9:31 pm

Burning crankcase oil in the P7800 does damage the 1800~2400psi plungers over a period of time, but the pump is lubricated by filtered pressurized engine oil, so failure is in lower pumped pressures while P7800 keeps on pumpin'

The CP3 plungers have thousands of times closer tolerance than the P7800 to pump 30,000psi - the CP3 is totally lubricated by Diesel fuel only, so the crankcase grit in the black oil will quickly damage the CP3 rotational and pumping elements, not to mention the 30,000psi injector tolerances - paint-cone filter doesn't even begin to filter any crankcase grit from the black oil - not even a good idea in any super-hi pressure common-rail system - DODGE and GM CRD systems are pumped by the same BOSCH CP3 used in the KJ CRD, which needs a little less pressure than do they

TECH Syn 2-stroke oil from Wally-world is best for restoring lubricity to low-sulpher Diesel fuel

WWDiesel · **Posted:** Fri Dec 05, 2014 10:10 pm

gmctd is dead on, 2 cycle oil is the only oil that should be added to the diesel fuel to protect the injection pump and injectors that safely provides additional lubricity to the fuel...
Used motor oil contains microscopic contaminants that are detrimental to both the injection pump internals and the very close tolerances in the injectors... It would require a filter press and some very fine secondary micron filters to remove all of the contaminants... :roll:

greiswig · **Posted:** Sat Dec 06, 2014 12:02 am

I read the subject line from the OP as asking in part about the oil getting out through the CCV into the intake, not only about using waste oil as fuel.

If that's what you were asking, I would say that oil vapors minus the soot from the EGR are generally thought to be innocuous, although some of us are a little concerned about filling up the intercooler over time and losing some boost efficiency that way. But probably not an issue.

crasher · **Posted:** Sat Dec 06, 2014 12:31 am

Thanks, guys.
I had it in the back of my head that these new diesels would be too refined for that old stuff we did.

I kept the 12 valve Cummins for so long because it'd burn just about anything (almost including bacon).
When they went to the 24 valves I realized the technology was getting too civilized for me.

I appreciate the info. I'll keep myself restrained.

ArmyChief · **Posted:** Sat Dec 06, 2014 10:16 am

gmctd wrote:

TECH Syn 2-stroke oil from Wally-world is best for restoring lubricity to low-sulpher Diesel fuel

Is this a better procedure than using an additive like Stanadyne?... I know it's cheaper in cost.

Also, how much 2-stroke oil per tanks?

gmctd · **Posted:** Sat Dec 06, 2014 12:37 pm

ArmyChief wrote:

gmctd wrote:

TECH Syn 2-stroke oil from Wally-world is best for restoring lubricity to low-sulpher Diesel fuel

Is this a better procedure than using an additive like Stanadyne?... I know it's cheaper in cost.
STANADYNE additives have CETANE booster as well as lubricity enhancers, + winter de-icer and bacteria preventative

One scurvy li'l bowstidge species of bacteria dearly loves to gnosh-back on your precious tank of Diesel fuel - the resultant slimy poop severely gums-up your fuel system, stopping lift pumps, clogging filters, etc - the entire system from tank to Inj Pump thru Injectors must be aparted and flushed to recover - they breed and eat at the interface of water and fuel, which is why the fuel cap is extremely important in wet weather, humid weather, and winter weather

The greater the local humidity, the greater chances that you will inherit a load of them to raise, house, and feed, eh..........

Also, how much 2-stroke oil per tanks?

I use 8oz per 25gal - 2-stroke oil is formulated for combustion-chamber service and will not carbonize like standard motor oils do when used in that service - motor oil also has cleaners for hydraulic lifters and etc, friction-reducers for lifter tappet\camshaft interface, etc - Diesel's love oil-based fuels, but some of the additives don't burn so good in the combustion chamber

Gasoline fuels require OCTANE booster to reduce and prevent pre-ignition, where the fuel lites-off prior to being sparked -result is ping, rattle, and knock in severe cases - doesn't sound nearly as good in a gasser as in a Diesel, eh..........

This is just the opposite of Diesel fuel requirement

Diesel fuel needs a CETANE booster, which improves the ability to lite-off with heat-of-compression as the only source of igniton - glow plugs must glow from above 1200*F to ~1800*F to aid ignition in a cold cylinder
- FYI, the KJ 7-volt gp's are kick-started to reach 1800*F within the first two (2) seconds, then maintained to produce that temp till after the engine lites-off

The process of making EPA-compliant low-sulpher Diesel fuel also removes the lubricity component -

Now, the fuel terminal is, by law, required to add lubricity to all Diesel fuel before pumping it into the tank-truck for shipping

Knowing what I do about shipping, back-orders, EEOC-compliant employee integrity, it is incumbent on me to ensure that each tank of fuel that I pump and burn contains some lubricity component

I always use STANADYNE white in each tank to ensure that the fuel will even burn, plus the TECH 2-stroke motor oil because the BOSCH CP3 IP is totally lubed by the Diesel fuel it's pumping
- winter ambients seldom get cold enuff down here for the blue STANADYNE, which is for down-low cold weather

ArmyChief · **Posted:** Sat Dec 06, 2014 1:05 pm

Great info as usual sir

Wasn't sure to use both.

gmctd · **Posted:** Sat Dec 06, 2014 1:34 pm

ArmyChief wrote:

Great info as usual sir

Wasn't sure to use both.

FYI, I'm not singling you out for blue-letter reply, tho it may seem so - I am dyslexic, and having very recently discovered this function, this has proven to be the best method of addressing all and varied questions within a post - I like it!

So, read and enjoy, or, read and riposte* - 'sup to you

*In fencing, it's thrust and parry, poste and riposte, eh.............

ArmyChief · **Posted:** Sat Dec 06, 2014 1:38 pm

We are good...I am one that prefers replies that are based on fact and supporting information.

Thanks

WWDiesel · **Posted:** Sat Dec 06, 2014 1:52 pm

ArmyChief wrote:

gmctd wrote:

TECH Syn 2-stroke oil from Wally-world is best for restoring lubricity to low-sulpher Diesel fuel

Is this a better procedure than using an additive like Stanadyne?... I know it's cheaper in cost.

Also, how much 2-stroke oil per tanks?

I use both *Power Service diesel kleen (80 oz. silver jug) and Tech 2-stroke oil from Wally -world.
I add the *Power Service diesel kleen amount as recomendated on the label instructions on the jug and I add 1 whole bottle (16 oz.) of the 2 cycle oil to each tank fillup... :wink:

Motor never smokes and purrs like a good little diesel... :mrgreen:

*Diesel Kleen +Cetane Boost is a concentrated formula of cetane, detergents and lubricity additives for optimal engine performance. Will not harm Diesel oxidation catalysts or Diesel particulate filters on 2007 or newer engines.
Cleans dirty injectors including High Pressure Common Rail (HPCR) injectors
Boosts cetane up to six numbers which allows engines to run smoother with less power lag and faster cold starts
Reduces piston and combustion chamber deposits, reduces soot blow-by and engine oil thickening
Effective in all Diesel fuels, including ULSD and biodiesel

gmctd · **Posted:** Sat Dec 06, 2014 3:14 pm

WWDiesel wrote:

ArmyChief wrote:

gmctd wrote:

TECH Syn 2-stroke oil from Wally-world is best for restoring lubricity to low-sulpher Diesel fuel

Is this a better procedure than using an additive like Stanadyne?... I know it's cheaper in cost.

Also, how much 2-stroke oil per tanks?

I use both *Power Service diesel kleen (80 oz. silver jug) and Tech 2-stroke oil from Wally -world.
I add the *Power Service diesel kleen amount as recomendated on the label instructions on the jug and I add 1 whole bottle (16 oz.) of the 2 cycle oil to each tank fillup... :wink:

Motor never smokes and purrs like a good little diesel... :mrgreen:

*Diesel Kleen +Cetane Boost is a concentrated formula of cetane, detergents and lubricity additives for optimal engine performance. Will not harm Diesel oxidation catalysts or Diesel particulate filters on 2007 or newer engines.
Cleans dirty injectors including High Pressure Common Rail (HPCR) injectors
Boosts cetane up to six numbers which allows engines to run smoother with less power lag and faster cold starts
FYI: the allowable by law CETANE boost is fixed, invariable - it is the inherent CETANE of the processed Diesel fuel that varies, resulting in the stated 'up to six number' variation - 'nuther words, if you got really, no, but really good Diesel fuel, the additive would only boost it by one number, and ect...................
Reduces piston and combustion chamber deposits, reduces soot blow-by and engine oil thickening
Effective in all Diesel fuels, including ULSD and biodiesel

I've read several times here about CCV oil in the induction:

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