Mopar1973Man

Hmmm... I would have to refigure out the parts... I've haven't sold one in awhile... :confused

Quick table...

Ok...So run a 2x4 setting... That will limt the main fuel and timing to a safe level for the trans. But the seb level 4 will allow for full timing and fuel when you need it. Remember the main level is the limit of how much fuel and timing total you'll get... But the sub level is how fast you'll get to the max fuel timing... :coal <- Even on 2x4 you'll get a good cloud!HIDDEN SECRET - Diconnect the MAP sensor and you'll have full fuel and timing regardless of settings! It's like having a sub level 6... 8| :wow

According to Edge Tech's....If you looking for MPG's out of the product you must run a higher level and sub level. The main level dictates how much the total fuel and timing advancement will be. But the sub level dictates how soon you see the fuel and timing.So highier main levels will give more fuel timing...But now here is the trick...Your sublevel must be a 4 or 5... Reason being while your cruising you boost will fall back under into defuel mode and cancel out the timing and fueling. Just got to drive like a normal human and your MPG's will rise! Don't drive it like you stole it and smoke the neighborhood out...So as for me I'm running 4x4 mode and my 2 cycle oil (128:1 ratio) and getting 19-20 MPG without looking twice... :thumbsupThe sub number is how quick it will get to maximum fuel rate by boost pressure. Higher the number the less boost required to get to full fuel rate. This also might create black smoke during acceleration. But the higher the more timing and fuel comes quickier!Sub Level Fuel Rate 1 33% of Fuel is supplied until 20 PSI of Boost then 100% is supplied 2 50% of Fuel is supplied until 15 PSI of Boost then 100% is supplied 3 67% of Fuel is supplied until 10 PSI of Boost then 100% is supplied 4 adds less fuel than Sub-level 5 5 adds the most fuel at low boost Like shown here... You never get any bonuses of timing in 1-3 till you exceed the boost limit... I don't know about you but my boost is at about 2-5 PSI at 65 MPH so I've got to run 4x4 mode...Main number controls the maximum fuel rate. This it the amount of total fuel at WOT that will be used. Higher the number the more fuel at WOT. Higher levels give more MAX timing and fuel...Main Level Horse Power 1 40 2 60 3 80 4 100 5 120

That would do it... I forgot to look at the signatuyre for that... Good catch! :thumbsup Sub levels... Sub Level Fuel Rate 1 33% of Fuel is supplied until 20 PSI of Boost then 100% is supplied 2 50% of Fuel is supplied until 15 PSI of Boost then 100% is supplied 3 67% of Fuel is supplied until 10 PSI of Boost then 100% is supplied 4 adds less fuel than Sub-level 5 5 adds the most fuel at low boost

I've got to fix the attachment function I guess... for the time being use photobucket... http://www.photobucket.com Sorry about that...

Duluth Diesel was posting about dropping down to 1/2 quart to a tank on his truck...

You all need to take a look at this... http://relentlessdiesel.com/forum/viewtopic.php?t=24 I'll let the pictures do the talking. First one is a customer of mine who bought the ~$3000 kit to make biodiesel in his garage. He drives an '03 Common Rail Dodge. He ran BioDiesel exclusively for 6-7 months. He has dual fuel filters on the truck. He quit running it because of the cost of replacing the filters offset the savings in fuel. They constantly plugged up and required changing. The picture is of his Fuel Control Actuator valve we had to replace. This part is a component on the Bosch CP3 injection pump. This is after all filters and heading straight into the pump and injectors. His valve is on the right, a normal valve is on the left for color comparison. The slimy brown film is everywhere. It's inside the pump,Injectors, all the injection lines, etc. The next few pictures are from a VE Injector pump off the '89-'93 Cummins Engines. The customer had been purchasing what he THOUGHT was B20 BioDiesel from his local supplier. The point of this is not to scare people from using BioDiesel. Just make sure you know your supplier. Ask about their filtration methods. How many microns do they filter down to? Study for yourself and ask questions. A renewable fuel resource is great for all of us. But as with any business there will be people out to make a buck that will cut corners to save a few pennies. Purchasing fuel from these guys can literally cost you THOUSANDS of dollars in repairs. Be cautious!

I run 4x4...Reason being is the fact that you WILL NOT get TIMING ADVANCEMENT till you exceed the de-fueling mode. So the only way you can get timing them is to run a sub-level 4 or 5. Now the main level 1-5 will dictate how much fuel and timing total you'll get. So I run with a light foot and get the 19-20 MPG on 4x4... Then play on 5x5... :burnout2

Actually you want 28 Ozs of oil for 28 Gallon fill up... :D

With a winter front the engine can get to full operation temps in as little as 2-3 miles in -20*F weather instead of 10-12 miles. This makes for a big savings on fuel. Instead of running in cold mode for 10-15 miles your only running 2-3 miles. Now overheating... It can happen all the way up to 40*F outside temp. The fact is there is still air space around the radiator face and if the coolant starts to warm too much the fan locks and cools the truck back down. But if you got card board laying on the radiator then it overheat because it can't breathe... Like in the two pics with red warnings...

You cannot base a additive on a single tank! Just weather, driving style, loads, condition of the road, etc will effect the results. This is common to see some try it one tank and give up because the MPG fell the first time... Take a look a my long time logs... Now from 20K to 30K is PS or MMO usage... notice very flat... Then I start 2 cycle oil at 85K notice little to no improvement... But I figured out my optimal ratio fgor the truck and BOOM! the graph shoots off at about 95K... So no... You can't judge it in one tank... Even notice I have my high/lows yet with 2 cycle oil... :poke

Now remember this test was done with fuel that was not up to score first! The fuel tested at 636 HFRR. Now with 200:1 - 2 cycle oil it down to 474 which was a a 162 improvement. So if you double the dose to 100:1 Ratio... Then in theory the improvement should double. Not to mention most fuel are close to the 520 HFRR so... With the 128:1 ratio (1 oz to 1 gallon) should put good fuel into ~300 HFRR bracket ... :DThe second nice thing is that 2 cycle oil is still cheaper than most additives! :thumbsup

I found this on another web site... I copied as it was posted and brought it here... 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 Southwest Research. 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 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 fuel1000:1 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, Southwest Research and Steve Westbrook, 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. PDF file version... http://www.frontiernet.net/~mopar1973ma ... vetest.pdf

Your right... The first dose should be based on the size of the fuel tank only if that tank is fresh diesel without any other additives in it. Then the 128:1 ratio should be applied from that point on... Thanks Russ... :thumbsup

No question is a dumb question! :thumbsup You might want to fill out your signature with the mods you do have so we can better help you... :D Do you have a full set of gauges on your truck? What kind of boost are you getting? If you don't have enough boost your going to create a lot of black smoke. Now is the black smoke all the time or what?

Now I got one for all you to look at now... Go over to my MSDS page and check out all the fuel additives... Look at the MSDS listings. Remember if its toxic and can't be eaten or drank it should be listed. These listing are for emergency personal to know how to handle say a fire, poisoing, etc.Now that you looked at MSDS sheets now go over and look at the chemical listings. I've got most of the CAS# numbers and alternate names now for most chemicals. :?: QUESTIONS :?: _____________________________________________________________________________________Now tell me how many products do you see here that are lubricants??? :?: Now tell me how many are cetane boosters??? :?: Now tell me how many are consider to be injection cleaner??? :?:

:thumbsup This is what I love listen too... Now I'm on the learning curve with other members! :thumbsup

This is to show the cost per mile difference of DINO 2 CYCLE OIL. Now if we look at averages (red line). My high point before 2 cycle oil was 18 cents but after is about 15 cents. So now subtract 18 cents - 15 cents = 3 cents. I started at 85K and current is 105K so 105K miles - 85K miles = 20K miles. Now 20K x 3 cents = $600 dollar savings... Not bad for running 128:1 ratio of DINO 2 CYCLE OIL... Now lets see the SYNTHETIC OIL do it... :thumbsup

Wel gang... I'm going to show to graphs... First off a bit of history... From day one when I bought the truck I was told by people to get PowerService +Cetane Boost and run that with the truck to protect the IP/LP pumps. I ran PS till 50K mile when I lost my first LP & IP pumps. After losing both of them I start looking at better solutions that PS, MMO, etc... Hence the start of 2 cycle oil research at 85K miles. I din't have the dosing ratio figured out in the early time but by 95K miles I had figured it out! MPG graph... Take notice the PS up 50K is flat no change and after 95K miles it take off! (2 cycle oil) Cost per mile... Notice the reducution in cost per mile once I got the ratio figure out for 2 cycle oil! And if 2 cycle oil is bad for injectors and LP/IP pumps then why is my dyno sheet so good??? Stock mode - 228 HP /462 TQ Edge Comp 5x5 - 379 HP / 831 TQ Edge Comp 5x5 - 381 HP / 826 TQ (8% correction factor) I've got my truck covered for the entire year. And for those of you that ask how I keep my injectors clean. Simple I change my fuel filter 2K miles early and use QUALITY FILTERS and FUELS! As for ANTI-GEL the 2 cycle oil is rated down to -40*F. I've NOT USED a SINGLE FUEL ADDITIVE, CLEANER, or CETANE BOOSTER since 50K miles... So if my MPG is HIGHIER now why do I need to used such products??? You go figure...

So very true...Cetane is suppost to be REDUCED in the SUMMER TIME and INCREASED in the WINTERTIME. So many people are mis-lead by big companies and advertising that they NEED high cetane fuel and additives all year round. But of course you'll never change a big companies... They want your money! :o

Name of Substance Sulfur (Other information isn't available for this CAS# number)

Name of Substance Diesel fuel Synonyms Automotive diesel oil Diesel fuel Diesel oil (petroleum) Diesel oils Diesel test fuel EINECS 269-822-7 Fuels, diesel Olej napedowy III [Polish] Systematic Name Diesel fuels Fuels, diesel Superlist Name Diesel Fuel No. 1 Diesel fuel [NA1993] [Flammable liquid] Diesel fuel oil Diesel oil [Oil, misc.] Fuels, diesel NA1993

Synonyms Diesel Fuel No. 2 EINECS 270-676-1 No. 2 Diesel Fuel Primier diesel fuel Systematic Name Fuels, diesel, no. 2 Superlist Name Diesel Fuel No. 2 Diesel fuel Fuels, diesel, No. 2

This where you need to go in concerns to asking questions on fuel additives and 2 cycle oil. Welcome to the forum and ask lots of questions. ;)