What's the point? The 2% bio is over 50% better by your linked study and is cheaper/same price as regular diesel. Or you could just use a real diesel fuel conditioner for less than $4 a tank. Using two-stroke oil is pointless unless your saving real money over something else(not cents a tankful). Also long term effects of burning it in the crd are unknown. It would have to be free for me to use it and then I would think twice about it.

_________________
2005 sport crd-SOLD No regrets

Okay is this enough for you........

Oh and notice the comments regarding the use of TCW rated marine oils and the CR3 pump.



Lubricity Additive Study Results

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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.

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.

_________________
06 CRD LTD ( Euro )

all I see in this study, (which I had posted earlier in this thread) is "unconventional, may damage 2007 and newer systems" Why would it do this? because 2007 and newer diesels contain DPF's, your CRD 05/06 does not have a DPF. Read the studies, read the thread, then make the call! Bio is not available where I live otherwise I would use it, and 2 stroke is far cheaper than any of additives available here.

_________________
06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

I have been a little apprehensive about mixing it this rich with #2, do you have a device that monitors rail pressure? if so does it have any effect on it ? Thanx

_________________
06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

No mention of CP3 in the study.

_________________
06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

On a final note from me, the decision to modify or use certain products is ultimately your decision and you have to deal with the consequences. Many mods in this forum are unconventional and have touched off a hot debate. (Ex ORM, SEGR, Elephant Hose , Lift pumps etc.) But IMO many have made the CRD function better. What you base your decision on is your choice, be it tried tested and true, a study from a reputable source, or what someone chooses to read into it . I have no idea who this fellow is (gmctd), but I like the way he thinks! (and his sense of humor)



gmctd
Factory-installed problems with KJ CRD -

- lower ball joints - 1,000,000-mile Diesel engine, with replaceable cylinder sleeves like the big boys, is way too heavy for the DCJ-opted 4-cyl ball joints - solution: replace with the originally spec'ed MOOG Part # K3199 {Ball Joint}, V8-rated parts - diy 87bucks and yer good to go.......

- emissions - all 1500-series trucks and passenger vehicles are required to meet all emissions standards for lite-duty vehicles - 4-cyl engines "breathe" harder than 6's and 8's, resulting in much more 'blow-by' type vapors exiting the crankcase - these excessive oil vapors are plumbed back into the intake system via the turbocharger inlet, resulting in excessively oily intake tract, incl the charge-air cooler, resulting in big mess in the intake manifold with EGR-contributed soot - solution: aftermarket emissions-approved oil vapor-trap, with drain plumbed back into the oil pan - diy 135bucks and yer good to go..........

EGR valve - uses an intelligent(?) water-cooled EGR system to maintain charge-air cooled air density - needs good hard runs at hiway speeds to clear out the soot, or valve becomes 'sticky', sluggish, inoperative - premium-brand ULSD fuel and premium ashless motor oil reduces the soot-caking problem - an alternate acceptable solution is available: diy 90bucks and yer good to go..............

- exhaust restriction - 2.5" exhaust piping, good for the 2.8L TD engine, soot-trap (needs regular runs at hiway speeds to cremate the trapped soot and blow it out, no problem), but totally stifled with that huge 35 gallon barrel of a muffler, choked way down internally just inside the inlet for a standard 2.5L 4-cyl gasser (patooie!) engine - solution: aftermarket 2.5" clear thru muffler frees up the little CRD engine so it can take full advantage of the turbo - diy ~100bucks and yer good to go..............

- transmission - DCJ opted for a cheap hi-stall torque convertor with a plastic stator, good for the bottom line, bad for a hi-torque turbocharged Diesel engine, particularly bad for a 4-cyl turbocharged Diesel engine, with only 2 violent combustion thrusts on the crank per revolution - a 6-cyl has three per, an 8-cyl has four per, distributing the forces more evenly per arc - hi-stall results in mushy driving experience: the little mule responds like it is in a mud pit - solution: aftermarket low-stall torque convertor with aluminum stator, vastly improving power-transfer efficiency for improved driveability - diy 750bucks incl shift kit and yer good to go.............

- fuel supply system - some problems with excessively aerated fuel, caused by using pressure fittings in a vacuum system, and locating the fuel manager head higher than the fuel tank, higher even than the CP3 injection pump - air in a liquid piping system will always collect at the highest point in the system - this results in starting problems and misfiring\hesitation, and possibility of excessive heat damage to the fuel heater in the fuel manager head
- solution A - replace the plastic fuel fittings at the fuel tank with clamped rubber hose to eliminate the inherent leaks due to using those pressure-type fittings in vacuum service - diy ~ 10bucks and yer good to go........
- solution B - install the fuel lift pump module used in the Dodge Cummins trucks, designed for the same CP3 CRD system as in the Jeep - DCJ provided everything, already installed in the Jeep, but fergot to install the in-tank pump - diy 175bucks and yer good to go........

Add 1oz\gal ashless or syn 2-stroke motor oil to the ULSD fuel to protect the CRD Inj Pump and injectors, and yer good to go..........

1337
These relatively minor fixes will give you the CRD Jeep the engineers wanted you to have - you got the Jeep the bean-counters tricked-out for you - a little effort and elbow grease on your part, and the little mule won't continually respond like it was rode hard and put up wet.

And remember: the Jeep Liberty CRD KJ requires Diesel Fuel, not gas - it has a fuel tank, not a gas tank - you look at the fuel guage, not the gas guage - you stop at the fuel station, not the gas station - you fill up at the fuel pump, not the gas pump - you remove the the fuel cap, not the gas cap - green handle, not black handle - you pay for fuel, not gas - your KJ gets fuel mileage, not gas mileage - it gets fuel economy, not gas economy - it may need fuel additives, not gasoline additives - fuel is Cetane-rated, opposite of and not Octane-rated - you step on the accelerator pedal, not the gas pedal - the fuel filter needs changing, not the gas filter - you then may have a fuel leak, not a gas leak - the odor is of fuel, not gas - you may have gotten a tank of bad fuel, not bad gas - fuel, not gas - and last, but not least, that rumbling in yer tummy is gas, and not Diesel fuel (hopefully!) - that odor is of gas, and not f...never mind! - keep those things in mind, and you won't be back on here in a few days\weeks, with an upset stomach and wailing because you filled the fuel tank with gasoline instead of Diesel fuel - and tried blaming it on your wife!

Word up, eh..........

One final solution: free subscription to the LostKJs.com forum - diy, priceless, and you'll always be good to go.........

Try it, you'll like it __________________
_________________

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06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

I've used the 2 stroke oil as a lubricity additive when I can't get biodiesel. As the spicer study shows, it's the next best thing and the Stanadyne and Power Service additives are exposed for the snake oil they are, at least in terms of lubricity additives. The 2 stroke oil is probably not suited for vehicles with DPFs, so who cares, just another emissions trick that needs defeating.

_________________
'05 Liberty CRD B100, SEGR - SOLD

'01 Beetle TDi B100, EGR delete
'83 Mercedes 240D B100, no EGR

--- SEGR Builder ---

One more final note , UFO do you have any assembled SEGR units left?? PM me when you get a chance. Thanks

_________________
06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

You're the one pouring two-stroke oil in your vehicle while there is better,less costly fuel additives. Not to mention a whole lot cleaner burning.

_________________
2005 sport crd-SOLD No regrets

RJM, I have no such measurements. And as far as gmtd goes, he's pretty cool, he has generated a ton of use full, balanced advice, you can read alot of his stuff on the Tech forums.

Also tcw3 is easy as crap to get, bio is hard for me to get. Bio is like 60c/gal more here (on top of the dollar this station chargers over everyone else pereiod) and only ONE place sells it. And it's made from reclaimed vo from the county, witch competes aganst the home brewers. Most of the other additives do not add btu to your fuel, they lessen it. this includes bio.

As long as it's ashless your good. Ash can coke in the injectors and that's really not good. I dont think tcw3 can hurt your ip (obviously) or injectors. You realize our filters are not exactly amazing, right? Were going to be replacing injectors at 300k anyway.... (maby)

PRO

So, tcw3 does pretty good on scar/bearing wear tests
It is able to bring base ULSD up to the minimum Lube requirements for retail.(you REALLY trust the corps to always make perfect add packs for every tank? WHY not do one better!)
It adds btu.
It's EASy to get.
It mixes extremely well with Diesel
It does not easily freeze or gel.

CON

It comes in blue bottles and I Don't like blue. (this is a lie)
It's not free.
It does not taste good. (it's true)
You have to do more than pull the lever on the pump to get it.
I'm scared.
No corporation told me to put it in my tank.

_________________
06 CRD Limited. IMII, GDE TCM, Carter transfer pump, Upgraded oem primary, 2 micron secondary, 3 inch mandrel straight pipe.
Transgo shift kit, EHM, fcv butterfly removed, egr plated off. 19 3/8 solid flex fan, no electric fan, 10k lb aux trans cooler.
Frankenlift II, Mopar skids, allj's rails, 235/85 km2 on stock rims

That depends on what you want from a fuel additive. Like I said, the aforementioned additives do not improve lubricity, so what's more costly? $2 of 2 stroke oil per tank versus paying for something that doesn't change lubricity? How much sense does that make? Two stroke oil is also very clean burning, it's designed to be burned in a combustion chamber...


LOL CRDMiller!!!

_________________
'05 Liberty CRD B100, SEGR - SOLD

'01 Beetle TDi B100, EGR delete
'83 Mercedes 240D B100, no EGR

--- SEGR Builder ---

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

Same as two-stroke and cheaper.

4)Opti-Lube Summer Blend
Multi-purpose
demulsifier
HFRR 447, 189 micron improvement
3000:1 ratio
1.11 oz/tank
$0.68/tank

Better than two-stroke at HALF the cost.

_________________
2005 sport crd-SOLD No regrets

How many two-strokes meet epa guidelines for 2010 WITHOUT emission credits???

_________________
2005 sport crd-SOLD No regrets

Ever priced a VP44 for a cummins engine?

_________________
Mine - 1999 Dodge Ram 2500 4x4 CTD with a lot of stuff
Mine - 1987 Suzuki Samurai SPOA lift 1.6VW Turbo Diesel Dual transfer cases 33" super swampers 9K winch
Hers - 2005 Jeep Liberty CRD 2.5" glasspack, EVIC display, Transgo Shift Kit, PML pan, ASP torque converter, BD X-monitor.

Yes, we like diesels.

But it doesn't lubricate nearly as much, and adding more won't improve it. Say you want some chewing gum, but Dubble Bubble is $0.10, where a Tootsie Pop is only $0.05. Which is cheaper?

_________________
'05 Liberty CRD B100, SEGR - SOLD

'01 Beetle TDi B100, EGR delete
'83 Mercedes 240D B100, no EGR

--- SEGR Builder ---

I think the test proves otherwise. One other big thing you are forgetting-


So why would you use a lubricity additive only when you can have the complete package(see above) FOR LESS MONEY????
If your in a pinch and cannot get real fuel additive than sure two-stroke will work. I just don't buy the excuse that it's so much better and cheaper than other fuel additives out there. This study proves that idea dead wrong.

_________________
2005 sport crd-SOLD No regrets

I used to put TCW3 into every tank of ULSD at a rate of 1 oz per gal. After I thoroughly researched the issue, I came to the conclusion that it is pointless to add lubricity enhancers to the fuel going into the CP3. The CP3 is an extremely robust IP. Their average life in a truck with twice the displacement of our little mules is about 250k - 300k miles, without any additives, same for injectors. The couple of rebuilders I have spoken with say that they really don't see any life increase when additives are used. The cost of replacement vs the cost of additive for 250k miles is not even comparable. By the time you reach 250k miles, you will have put 10 thousand gallons of fuel into the tank. That equals $500.00 if your additive costs $1.00 per tank (unlikely). CP3 replacement costs approximately $1200.00 plus labor. In order to get more value-miles to IP replacement, you would have to extend the life of the IP to 600k miles just to break even with the cost of the pump. That is not ever going to happen, no matter what kind of additive you use.

This info is for the CP3. The VP44 on the other hand needs lubricity help because it is a crappy pump.

I do use tcw3 plus 1% filtered WVO whenever I use HHO for fuel for obvious reasons.

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Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

There is more to the fuel system than the pump. There is more to real fuel additives than just lubricity enhancers. Kind of my whole point to this thread.

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2005 sport crd-SOLD No regrets

There is no need for any other additives to the fuel. I use biodiesel which has superior cetane and lubricity. ULSD is proven to have lower lubricity levels than diesel engine manufacturers' recommendations, so additional lubricity is going to be needed regardless of the robust nature of the CP3. The Stanadyne/Power Service stuff is proven useless for improving lubricity beyond the fuel manufacturer's levels, where the TC-3 2 stroke oil does improve it. So waste your money anyway you want, there is no substitute for a placebo.

_________________
'05 Liberty CRD B100, SEGR - SOLD

'01 Beetle TDi B100, EGR delete
'83 Mercedes 240D B100, no EGR

--- SEGR Builder ---

So it ends with add whatever you believe makes your diesel run quieter, smoother and efficiently

_________________
06 CRD LTD ( Euro )