DuluthDiesel
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Diesel Fuel Anti-Gel Explained By: Chuck @ Duluth Diesel http://www.twinportsales.com All diesel fuel inherently has water in it. That is why your truck has a fuel/water separator built into the fuel filter assembly that you periodically have to drain. Two things happen to diesel fuel in the cold. The paraffin (petroleum wax) component of the diesel fuel will polymer together, forming a wax layer in your fuel. This is called gelling. Once the paraffin wax forms, it is very hard to reintegrate back into the fuel. This wax will clog your lift pump and fuel filter, leaving you dead on the side of the road. The water component in the fuel, which is impossible to avoid with diesel fuel in most cases, will turn into ice. Since fuel and water do not mix, the water component will separate out in your tank. As this turns into ice, the ice crystals stack up on the the filter face, causing filter icing. This will also prevent fuel flow and starve your engine of fuel. So, any wise diesel owner should do three things in the winter: 1. Always carry a spare fuel filter in your truck for roadside emergency use. 2. Run an anti-gel diesel fuel additive that prevent paraffin wax polymerization, but also has a deicer that prevents ice crystal buildup. 3. Keep 1 bottle of fuel reintegration emergency additive in the truck. This is smart to have in case you do have a gel or ice issue, it can reintegrate the fuel. Ensuring that you run an anti-gel in the winter will keep you on the road by preventing gelling and icing. Anti-gel explained: Wax forms plate like structures (flat) and AMSOIL Cold Flow breaks those up, more like strings, so fuel can flow through. It modifies the wax crystals to allow the fuel to pass through filters, and prevent premature plugging due to gel. It also works well with biodiesel blends as well. Biodiesel has horrible cold temperature properties in general, and the use of a biodiesel-compatible product will help lower the point at which the fuel clouds, or begins to gel. Biodiesel or B100 does not contain paraffin since it is not petroleum based. When B100 gets cold crystals do appear and they act like wax in that they stick together and are large enough to plug filters. These crystals form sooner or at higher temperatures and are larger in size in B100 than in regular diesel fuel. Biodiesel is defined as mono-alkyl esters of long chain fatty acids derived from vegetable oils or animal fats which conform to ASTM D6751 specifications for use in diesel engines. The saturated compounds in the Biodiesel form the crystals that plug filters. When they form they are larger than diesel wax crystals. Most anti-gels, including AMSOIL, work best on biodiesel fuels of B20 and less. The key to messing with paraffin wax gel is to disrupt it from agglomerating together into a “glob” that is big enough to plug a filter and or fuel line. A copolymer chemical (with molecular chains similar in size and distribution to paraffin) co-crystalize with the waxes and disrupt the crystal formation, thereby allowing your fuel to continue to flow through your fuel filter and keep you on the road. As diesel fuel cools you will notice a white haze or cloud in the fuel. This usually happens around +10 degrees F. but can happen at higher or lower temperatures depending on fuel characteristics. The white cloud or haze is caused by wax crystals precipitating (coming out of solution) out of the fuel and becomes visible. When fuel warms above the Cloud Point of the fuel, the white appearance will disappear as wax crystals dissolve back into the fuel. The use of an anti-gel usually does not change the Cloud Point of a fuel, and if it does it is usually only by a few degrees. There are however some Cloud Point depressants that can significantly reduce the Cloud Point of a fuel. Cloud Point depressants will adversely affect anti-gels or Pour Point Depressants, however. Anti-gels typically affect the CFPP (cold filter plugging point) and Pour Points of a fuel. Anti-gels work on the wax crystals in the fuel. As the wax crystals form or come out of solution, the anti-gel will modify the wax crystals so they are smaller, will not stick together and will continue to flow through the filter in much lower temperatures than untreated fuel. ULTRA-LOW-SULFUR DIESEL FUEL CHALLENGES Reduced sulfur levels in modern ultra-low-sulfur diesel fuel (ULSD) result in reduced lubricity, the property that controls wear in the fuel injectors and fuel pump. Improving lubricity in ULSD is difficult because it must be done without adding sulfur back into the fuel. Additionally, ULSD is subjected to extensive refining, making it even more difficult to treat. For these reasons, many competitive claims are not based on ULSD fuels, rendering them inaccurate and irrelevant. AMSOIL Diesel Concentrate Plus Cold Flow Improver is formulated specifically for modern ULSD fuel. It improves lubricity, helps maintain engine oil TBN and prevents soot loading. SUPERIOR COLD-WEATHER PERFORMANCE As the temperature drops, the wax naturally found in diesel fuel begins to form crystals. The point at which wax crystals form is known as the cloud point. These wax crystals eventually clog the fuel filter and starve the engine of fuel, preventing it from starting. While low quality fuels may form wax crystals in temperatures as warm as 40°F (4°C), most fuels have a cloud point near 32°F (0°C). The point at which the wax crystals clog the fuel filter is known as the cold filter-plugging point (CFPP). AMSOIL Diesel Concentrate Plus Cold Flow Improver lowers the CFPP by as much as 34°F (19°C) in ULSD. It also reduces the pour-point temperature of treated diesel fuel, providing better fuel delivery to the injectors during cold weather. It is formulated with a jet-fuel-type deicer that disperses water to control ice formation in all sections of the fuel system. Diesel Concentrate Plus Cold Flow Improver minimizes the need for the use of #1 diesel fuel, enabling better fuel economy, performance and lubricity. POUR POINT VS. CFPP It is important to distinguish between CFPP and pour point. Many competitors make great claims regarding pour point, leading consumers to believe their products are superior when they actually have an inferior CFPP. Once fuel surpasses its cloud point, the wax crystals begin to clog the fuel filter. The CFPP temperature is a more important characteristic than pour point because the engine will not run if fuel cannot pass through the fuel filter. AMSOIL's summer diesel additive is AMSOIL Diesel Concentrate. Cetane lowers the flash point of diesel fuel. It doesn't really add any energy or Btu content to the fuel. In the winter, cetane is advantageous since it makes diesel fuel easier to ignite at lower temperatures. This also improves combustion, which is good for minimizing incomplete ignition/combustion that results in cylinder wash down. Cylinder wash down in a diesel means that the unburned (incompletely combusted) diesel fuel washes down the cylinder walls, causing piston ring lubricity to suffer, which can lead to cylinder wall scoring and ring deterioration. It also leads to oil dilution (fuel contaminating oil) which deteriorates the oil's TBN (total base number) and lubricating properties. Getting back to Cetane, since it lowers flashpoint, is an additive that is overused and misunderstood. In warmer months, especially when towing where cylinder temps and exhaust gas temperatures can be between 1,100 and 1,400 degrees Fahrenheit sustained, cetane can do a disservice. Lowering the flashpoint of diesel fuel in these high temperature situations can cause preignition (fuel combustion before the piston reaches top dead center, or TDC). This can cause a drop in power, a drop in mileage, and excess piston face stress. In an extreme case, usually in modified engines, this can promote piston failure, which inevitably leads to engine failure. I know Cetane is advertised as a power enhancer, and people tend to over treat with it quite a bit in my experience. For this reason, AMSOIL's Diesel Concentrate does not include a Cetane Booster additive. AMSOIL offers a separate product, AMSOIL Cetane Boost, as a stand alone cetane additive. This leaves the end user the option of adding or not adding cetane to their fuel depending on ambient temperature, engine demands and operating temperature, and fuel quality. Running Power Service with Cetane Boost will not cause your engine to fail. My example above is an extreme case, in a modified diesel engine with gross over treatment. But, if you're paying money for a cetane boost that is causing you to see a drop in rear wheel horsepower and a drop in mileage, wouldn't you like the option to omit cetane additives during the warmer months? AMSOIL Diesel Concentrate and AMSOIL Diesel Concentrate with Cold Flow are some of the better additives on the market when it comes to lubricity. Running 2 stroke is the best thing for the HFRR (lubricity) rating in fuel, but 2 stroke oil doesn't give you fuel detergency, stability, anti-gel qualities, etc. In my 2002 Dodge Cummins, I run AMSOIL Diesel Concentrate (and Diesel Concentrate with Cold Flow in the winter) and I add inAMSOIL Interceptor 2 stroke oil for added lubricity. I do this because 1998.5 - 2002 Dodge Cummins trucks have the Bosch VP44 injection pump that is especially sensitive to fuel HFFR ratings for injector pump survival. The lower the HFRR number, the better your lubricity. This chart was taken from mopar1973man.com (Michael Nelson). Michael is a guy who is a big proponent of 2 stroke oil in diesel fuel as a lubricity improver. I've had many good conversations with Mr. Nelson and agree with him on most points. I contend that while 2 stroke oil DOES add lubricity, it doesn't do much for gel point, and it does nothing for detergency. Keeping your fuel system and injector nozzles clean is important to mileage, power, and to keep from scorching pistons. That's why I run AMSOIL Diesel Concentrate as well as AMSOIL Interceptor 2 stroke oil. I get fuel stability, anti-gel, detergency, and ultimate lubricity. I've been running this combination of additives for years now with perfect results. Running 2 stroke in diesel fuel is against all manufacturer recommendations. No manufacturer will tell you to run 2 stroke oil in diesel fuel, since that use is inconsistent with the labeling and intended purpose of 2 stroke oil. But the facts on HFRR speak for themselves. Also, I don't recommend running 2 stroke oil in any diesel engine that is designed to run ULSD fuel. Lubricity is mostly a concern for diesels that were designed to run on LSD and HSD fuels and that can be damaged by the commonly poor lubricity ratings of ULSD fuels.
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Welcome!!!
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You did what I would have done in this situation. Take the money, get a salvage title, enjoy the bonus, and drive the truck. Find a local paintless dent repair (PDR) guy. Dent Wizard, Dr. Dent, etc. Let a PDR guy work on the truck for a day and I bet it will look pretty darn good and you'll still have a pile of cash in your pocket. I've used PDR guys a couple times and if you find a good one, they can do amazing work.
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AMSOIL not only keeps your engine much cleaner internally than a conventional Group II oil, it is much more thermally stable at high temperatures. It doesn't "cook off" or volatilize nearly as fast as a conventional oil. Remember, no matter what your ambient air temperature is, your turbo is constantly exposing your oil to 600 to 1400 degree Fahrenheit temperatures. Thermal stability is important for all turbo diesels, regardless of climate. -Chuck --- Update to the previous post... Base Oil Categories The American Petroleum Institute (API) developed a classification system for base oils that focuses on the paraffin and sulfur content and degree of saturation of the oil. The saturate level indicates the level of molecules completely saturated with hydrogen bonds, leaving them inherently un-reactive. There are five groups in the classification system, ranging from Group I – Group V. Base Oil Characteristics by Group Group I Characteristics Group I base oils are the least refined of all the groups. They are usually a mix of different hydrocarbon chains with little uniformity. While some automotive oils use these stocks, they are generally used in less- demanding applications. Group II Characteristics Group II base oils are common in mineral-based motor oils. They have fair to good performance in the areas of volatility, oxidation stability, wear prevention and flash/fire points. They have only fair performance in areas such as pour point and cold-crank viscosity. Group III Characteristics Group III base oils feature reconstructed molecules that offer improved performance in a wide range of areas, as well as good molecular uniformity and stability. By definition, they are a synthesized material and can be used in the production of synthetic and semi-synthetic lubricants. Group IV Characteristics (AMSOIL) Group IV base oils are made from polyalphaolefins (PAO), which are chemically engineered synthesized base stocks. PAOs offer excellent stability, molecular uniformity and improved performance. Group V Characteristics Group V base oils are also chemically engineered stocks that do not fall into any of the categories previously mentioned. Typical examples of Group V stocks are Esters, polyglycols and silicone. As with Group IV stocks, Group V stocks tend to offer performance advantages over Groups I – III. An example of a mineral-based Group V exception would be a white oil. Defining Mineral Oil Properties Mineral oils are generally classified as paraffin and naphthenic. The difference between paraffin stocks and naphthenic stocks is one of molecular composition, resulting in inherent solvent differences between the two types of stock. Paraffinic Stock Paraffinic oils are characterized by straight chains of hydrocarbons where the hydrogen and carbon atoms are connected in a long linear composition, similar to a chain. The wax matter within the paraffin stock results in these elements turning to solids at low temperatures; therefore, untreated paraffin stocks do not have good cold-temperature performance and consequently, the pour point of paraffin stocks is higher. In order for a paraffin stock to flow at low temperatures, the heaviest waxes must be removed and usually pour-point depressants are necessary. Paraffinic stocks display good high-temperature performance with high oxidation stability and high flash/fire points. Paraffinic stocks also have a high viscosity index (VI), meaning that they exhibit high viscosity stability over a range of temperatures. Naphthenic Stock Naphthenic oil stocks are much like paraffin stocks in that they contain only hydrocarbons. However, naphthenic stocks differ, and are characterized by a high amount of ring hydrocarbons, where the hydrogen and carbon atoms are linked in a circular pattern. Conventionally, when the paraffin carbon content of oil is less than 55 - 60 percent, the oil is labeled as naphthenic. Naphthenic crudes contain very little to no wax and therefore will remain liquid at low temperatures; however, they will thin considerably when heated. Naphthenic stocks generally have a low viscosity index. These stocks have higher densities than paraffin stocks, and they have greater solvency abilities than their paraffin counterparts. Because naphthenic stocks contain little wax, they display lower pour points than paraffin stocks. These stocks are also volatile and have a lower ash point. Because naphthenic crudes contain degradation products that are soluble in oils, they present fewer problems with the formation of sludge and deposits. Due to the performance characteristics of naphthenic oils, they are generally used in applications where low pour points are required and the application temperature range is narrow. Defining Synthetics A true definition for the term synthetic oil has been difficult to reach, although it has generally been accepted that the term represents those lubricants that have been specifically manufactured for a high level of performance. In 1999, the National Advertising Division (NAD) ruled that Group III base oils with very high viscosity indices can be called synthetic oils. The construction of a synthetic base stock will vary depending on the particular stock. While mineral stocks are derived through a distillation process, synthesized stocks are derived from a chemical reaction process. Synthetic lubricants are engineered for a specific molecular composition; they undergo a specific reaction process to create a base fluid with a tailored and uniform molecular structure. This allows chemists to develop lubricants with specific and predictable properties. While an average mineral oil stock may possess a moderate amount of semi-beneficial molecular compounds, synthetic stocks, by design, can be composed completely of beneficial molecular compounds. Because of this, synthetic stocks are able to extend the service life of both oil and equipment, and they also have a wider range of acceptable temperature margins than conventional stocks. Oftentimes people misunderstand the term "synthetic lubricant", believing it refers to one type of stock, when it in fact represents a number of oil stocks. While it can be generalized that all synthetic lubricants have superior performance capabilities over mineral oils, the variations in characteristics can be significant. One synthetic stock can be excellent for the production of motor oils and drivetrain fluids, while others will be totally unacceptable for such applications. The most common synthetic base stocks used in the transportation industry are PAOs, esters, and Group III oils. Keep in mind that within each family name, additional sub-groups may exist. For example, esters can be further divided into sub-categories of esters with varying properties. Synthetic Hydrocarbons Synthetic hydrocarbons are the fastest-growing synthetic lubricant base stock. Synthetic hydrocarbons are fluids that are formulated to specifically meet critical requirements and provide superior performance. These fluids often are made from a single type of molecule, usually of restricted molecular range. Such tailored fluids provide increased performance characteristics over petroleum stocks. Synthetic hydrocarbon base stocks can be used in combination to provide characteristics such as solvency, temperature performance, surface strength and volatility qualities. Polyalphaolefins (PAOs) Group IV Of all the synthetic base materials, PAOs are likely the closest relative to mineral oil stocks. Both types of oil stocks are comprised of similar hydrocarbon molecules; however, PAO stocks (Group IV) consist of a single molecular structure, whereas mineral oil (Group III) contains a broad range of structures. PAOs are commonly manufactured by reacting ethylene gas with a metallic catalyst. The major advantage of PAOs is their ability to function over a broader temperature range than their mineral-based counterparts. PAOs also provide improved stability, which helps to reduce engine deposits. Correctly formulated PAOs have the ability to hold large quantities of contaminants in suspension, further reducing deposits. Group III Oils Group III oils undergo the most stringent level of conventional refining techniques for petroleum oils; most of the waxes and impurities naturally occurring in the oil are removed. The high level of refining gives Group III oils a high level of performance. Since the ruling of the National Advertising Division (NAD) of 1999, Group III oils can be legally called synthetic oils. The decision was based on the amount of refining the oil is subjected to. AMSOIL Advantage Thermal Stability AMSOIL synthetic base oils have better thermal stability than mineral oils. Thermal stability permits the oils to be used longer, even as speeds and temperatures increase. It also allows oils to retain their viscosities at low temperatures. Lower-viscosity oil provides better cold-weather operation, allowing the oil to be quickly circulated at cold-temperature start-ups and providing engine components with the proper lubrication to keep them protected. High Viscosity Index AMSOIL lubricants are formulated to have naturally high viscosity indices, so the need for viscosity index improvers is reduced. The VI improvers used in AMSOIL lubricants are temperature specific, meaning they are activated only when certain temperature requirements are met. In most cases, VI improvers help maintain thickness at higher temperatures while having minimal effect at low temperatures. By using viscosity improvers with a high shear-stability index, AMSOIL is able to achieve optimal cold-weather performance with virtually no loss to shear-stability performance. AMSOIL lubricants resist thinning at high temperatures (high VI) and can suppress the generation of additional friction and heat generated by components in contact due to a thinning lubricant. Stable Viscosity AMSOIL synthetic lubricants maintain viscosity under extreme temperature fluctuations and shearing forces; they meet requirements set forth for multi-viscosity oils requiring a minimum oil viscosity. Whereas some conventional mineral oils degrade when exposed to high temperatures and high forces, AMSOIL lubricants offer superior wear protection in extreme temperatures. AMSOIL synthetic lubricants are inherently better at maintaining viscosity over a wide range of temperature (high VI), and, coupled with shear-stable VI improvers, they maintain viscosity characteristics better at high temperatures and for longer durations than conventional oils. High Hydrolytic Stability AMSOIL lubricating fluids display high hydrolytic stability. Under the most demanding conditions, they form very little acid and insoluble contaminants. This helps to reduce acid forma␣on, foaming and contaminant forma␣on, ensuring the lubricant is acceptable for long-term use. Less Volatility AMSOIL synthetic lubricants are engineered to have uniform molecular shapes and weights. The advantage to this homogeneous composition is that there are less ‘light fractions’ that are susceptible to evaporation. AMSOIL synthetic lubricants are more stable than conventional motor oils and resist burn-off. High Flash and Fire Points AMSOIL synthetic lubricants display high flash and fire points, meaning they are highly resistant to breakdown at normal operating temperatures. They offer more protection than conventional oils because they resist oxidation and thermal breakdown, retaining their pumpability and heat- transfer abilities. Saturated Molecular Structure AMSOIL synthetic lubricants are formulated with base oils that have a saturated molecular structure, meaning oxygen is prevented from attaching. This provides inherent heat and oxidation stability over conventional oils that are unsaturated. Because AMSOIL oils do not contain contaminants like conventional mineral oils, their base composition does not accelerate oxidation. AMSOIL products contain oxidation inhibitors that are far better than conventional oils. Oxidation inhibitors are sacrificial in nature, meaning they deplete, or are used up over time. Since AMSOIL base oils have better oxidation stability on their own, oxidation inhibitors in AMSOIL oils last longer because they are not depleted as rapidly. AMSOIL uses a combination of oxidation inhibitor systems for different temperatures and application needs. Advanced Additive Packages AMSOIL exceeds industry specifications by incorporating precise amounts of the best additives into lubricants for superior performance benefits. For example, AMSOIL uses organic compounds called metal passivators to protect yellow metals like copper and brass from corrosion. AMSOIL uses heat-resistant additives to prevent lubricant breakdown in order to maximize the oil’s service life. This approach of perfectly balancing protection and performance ensures that AMSOIL lubricants fully guard equipment during extreme-pressure operations. Soot Control AMSOIL lubricants effectively handle soot and other contaminants. The saturated composition of AMSOIL synthetic lubricants help keep soot in suspension, which significantly minimizes large clusters that deposit on components and increase wear rates. The dispersant package in AMSOIL motor oils coupled with their overall composition provides enhanced soot control over conventional lubricants. High TBN Because AMSOIL lubricants contain consistently high TBNs (Total Base Number), they neutralize acidic contaminants formed during the combustion process and keep these contaminants in suspension to prevent corrosion. AMSOIL lubricants use detergent and dispersant additives to significantly reduce sludge and carbon deposit formation better than conventional oils.
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Looking at the cold pour temperatures of AMSOIL versus a Group II conventional like Val Prem Blue, what you say makes no sense scientifically. In a cold diesel engine in the winter, not plugged in, AMSOIL will flow much easier than any Group II oil on the market. When I'm at work up here in northern Minnesota, temps can get -20 during the day and I have nowhere to plug in for 10 hours. I'll stick with the Group IV AMSOIL. -Chuck
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And soon after we began slaughtering the Native Americans who welcomed us to this land and saved the settlers' butts. How nice.
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Deep frying in peanut oil. Oh so good. Happy Thanksgiving everyone!
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Those are some heavy duty saws. I used to work forestry back in the day. What I hate about saws like the 660, 880, and others in that power range is the weight. You lug that around all day and you wish for a desk job. I have a little 210C for little stuff around my property because it is light and easy to deal with (I put a real chain on in though - hate those sissy safety chains). I also have a 440 for the bigger stuff I need to do. The 440 is light enough to deal with and has power to spare for most things. I've never found myself needing more power than the 440. I could see the 660 or 880 if I was mounting it in a sawmill and cutting my own lumber. Then the weight wouldn't be an issue and I'd like the power in that application. Have you considered the 440 or 441? -Chuck
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LMFAO! She deserves that.
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900k is amazing. I heard that Dodge will give you 25,000 bucks toward a new Dodge truck if you clean 1 million miles. Not sure if that is true, but if I were at 900k I'd start doing some research to see if that is fact and get a deal on a new rig!
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In the past I owned two Rangers.1986 2WD regular cab, long bed, 2.9 liter (first year of fuel injection), 5-speed manual. Bench seat, vinyl floor. It was a good little truck overall but had issues related to the fact that the first owner just parked it for years on end (so low miles but rot issues in the tires, hoses, brake lines, clutch slave cylinder, etc). 1999 4x4 extended cab Off Road. 4.0 liter, 4:10 gears, 5-speed manual, skid plates, 32 inch tires. This was a fun truck but I needed a puller so it got traded in on my current 2002 Cummins.My sister had a 2000 2WD reg cab manual trans. That was a good little truck.
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What you guys are missing is that there is a big difference in tire carcass design when comparing C, D, E, etc. truck tires to trailer tires. Do not think that the tire carcasses are the same! Trailer tires have to endure a special set of stressed. What they don't apply tractive effort, they do have to assist with breaking and tolerate strong lateral forces. When you turn sharp with a tandem or triple axle trailer, take a look in the mirror and see how the tires are flexing hard to the outside and inside. Buying tires that are specifically rated for trailer use is very important from a safety standpoint. Trailer tires are designed to hold up to these turning and twisting forces much better than a standard LT truck tire. Using the right tire for the right application can prevent blowouts and increase tire life and safety. I will never put a pickup tire on a trailer. It is a risky decision, and one that could land your arse on the losing side of a lawsuit if a tire installed in an improper, non-DOT recommended, application fails and injures someone. One site I found: http://www.trailertires.com/ -Chuck
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Before I became an AMSOIL Dealer, I ran Power Service every tank. I became a big believer in additives, especially anti-gel, back in the mid-90s when my PowerStroke gelled up and left me stranded. Never had that problem again now that I run an additive. When I became an AMSOIL Dealer, I kept my dealer status with Power Service (still have it, actually). But after I, and a number of my Power Service customers tried the AMSOIL Diesel Concentrate, we all ditched Power Service and all run AMSOIL additives now. -Chuck
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Not true. Go to a Cummins shop and you'll find them selling their own private label fuel additives. Cummins started recommending, and selling, additives in about 2005. -Chuck
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I run AMSOIL AME 15W40 with an AMSOIL Dual Bypass Filtration System. I change it once a year or 20k miles, whichever comes first. UOA is fine, but I figure 1 year is long enough. I run AMSOIL in all my vehicles and change them all once a year. -Chuck