Mopar1973Man

Here something to look at... http://forum.mopar1973man.com/showthread.php/2939-2-cycle-oil-Lubricity-results?p=22476#post22476

Hmmm... Math... 1 ounce of 2 cycle oil to 10 gallons of fuel which is (10 gallons x 128 = 1,280 ounces of fuel) which in turn turns out to be 1,280:1 Ratio and still got 470 HFRR score started with 520 HFRR treated diesel??? This is a 50 point gain at 1,280:1 Ratio... Something is goofy... If Diesel Place test was with un-treated fuel at 636 HFRR and added 200:1 ratio and still hit 474 HFRR...But at 200:1 ratio with untreated diesel 162 Point gain... If you could get a re-test with normal 520 HFRR diesel fuel and do a 200:1 ratio and a 128:1 ratio... That would be so awesome... But just using theory... Being that your was exactly 1/10 the strength... Then in all rights 10 times stronger mix would net you a gain of 500 Points and have a final score of roughly ~50 HFRR... So in theory I'll stay with the 128:1 ratio...

But it still come back to the simple problem of the current fuel is ~520 HFRR roughly and Bosch suggest that we use <450 HFRR fuels to keep the fuel system happy. Bad part is very few additive actually make the grade... Because when you take a sample of any of the fuel additives today and leave them out most of them evaporate in a few days leaving a residue of some sort that is sticky/tacky. Remember a true lubricant doesn't evaporate!

Best person to ask is Timbo...

Man... I wish you done the 1 ounce to 1 gallon test...

There is either a line restriction or the pump is failing again... Typical fuel system... It acceptable to be as high as 5 PSI drop but that it... Beyond that it going to be one or the other line restriction or pump is dying...

Or a relay cutoff...

CajFlynn I need to get a copy of the video... But here is a sneak peek at Caj himself on the show... :thumbup2:"The Roach" Then a link to the short video clip... http://www.brentonftp.com/video/trucku/flv/player.php?movie=Web_Cummins_618 I got to say I'm proud to have you as a member on my site!

Jgendr was saying something about Thurday night doing it again...

Funny... Naw... Just means to put alittle extra dope in the fuel...

11 people in all at once that was a rocking good time last night...

Time to catch up to me at 177K...

The HY35 Turbo has a 9cm2 exhaust housing... The HX35 Turbo has a 12cm2 ehaust housing... A 16cm2 exhaust housing would be a good upgrade for someone around 450-500 HP. It would bring down the EGT's. But upgrade to early and you'll have a laggy turbo and lots of smoke. Remember it takes fuel to spool a turbo.

Normal... Typically they want a shop hour for doing a flash update...

Sneak peek... I know that JL Welding got his truck running today... I heard it for myself... He's tickled to death that it runs so much better... But i'm going to let him tell the rest of the tale...

Here is a learning curve for ya... http://www.eng.wayne.edu/page.php?id=4971 Lowering sulfur levels in diesel fuel is one of the methods to reduce exhaust emission of diesel engines. Prior to October 1993, the diesel fuel that was sole in the usa had a sulfur level of approximately 5000 ppm. In 1993 the EPA mandated that all diesel fuel sold in USA contain 500 ppm or less sulfur. On June 2006, the EPA again lowered the level of sulfur in petroleum diesel fuel. The new standard is 15 ppm. The need to reduce the exhaust removes sulfur and significant amounts of polar and aromatic compounds that give conventional diesel fuel adequate lubricating capability. Low lubricity in diesel fuel can cause engine problems unless treated with additives. Measurement of diesel fuel lubricity characteristics is important in order to monitor lubricity additives and final fuel quality. Engine manufacturers need a quick, dependable, cost effective solution to predict fuel lubricity. HFRR is one such test to measure the lubricity of fuels. HFRR and SLBOCLE are two methods for evaluating diesel fuel Lubricity. HFRR is capable of rubbing a steel ball loaded with 200 g mass against a stationary steel disk completely submerged in a test fuel at 60 C. The apparatus uses a 1-mm stroke length at a frequency of 50 Hz for 75 min. After 75 minutes of test time, the ball is removed from the vibrator arm and cleaned. The dimension of the major and minor axes of the wear scar are measured under a microscope and recorded as HFRR wear scar diameter. Higher the lubricity smaller the wear scar diameter.

I know the feeling most times...

My thought on 50:1 with gasoline is that if my chainsaw still has good compression after 15+ years of service then I know that 128:1 against diesel should be darn close to zero wear... But the only way to test that is some have a HFRR test rig... As for my calc program it was using the infromation from the diesel place testing everything is spits out is in theory...

Ok Gang... I know we got a lot of knowledgeable guys with a few extra part in the garage and a bit of extra time here and there... I got a wonderful member that is need of help here. Russ is in a pinch with the economy going down and with his disabilities it hard for him to do the work himself. So I'm asking all the members of the site to please look at this message below and see if you can help Russ out... What I'm asking is if there is any member on the east coast near Rhodes Island that could give Russ a hand by either donating time or possibly parts to his cause.

Yes I can answer that... Bosch already did the testing on VE, VP44, and CR fuel systems... And there results are anything under 450 HFRR is safe... There full document is here. http://forum.mopar1973man.com/downloads.php?do=file&id=1 So using Diesel Place test results anything under 400 HFRR is good... http://mopar.mopar1973man.com/cummins/general/2-cycle-oil/hfrr/hfrr.htm But remember todays fuel is suppose to contain some lubricant about ~520 HFRR is typical number... But remember I'm running 128:1 ratio so the HFRR is below 400 HFRR in theory...

The only thing I can think of that kill light bulbs is vibration, overheating, moisture/water, touching the bulb cartridge, overcharging electrical system.

Yep... Sounds like something is wrong on your side... ECM most likely... Did you try having the dealer flash it?

Good way to gain HP/TQ and quicker spool... But my question is how about longevity and MPG's?

That's the one I always for get about... But Gassernomore got it... Thanx...

Point of reference... 400-450 HP is a fairly easy point to reach and doesn't require a lot of expensive reworking...