Diesel Fuel Gel test - Pwr Srvc, Howe's, Schaeffer
#76
#79
Either us an additive or a mix of #1 and #2 diesel when the temps get below 10 degrees if you park your vehicle outside.
The key with the additive is to get it in the fuel before it hits the cloud point. Once it starts to cloud the additive is not very affective at reversing the process. And always carry a bottle of 911 or equivalent. When you see or feel any signs of gelling (fuel press drop/power loss) dump it in there ASAP.
The key with the additive is to get it in the fuel before it hits the cloud point. Once it starts to cloud the additive is not very affective at reversing the process. And always carry a bottle of 911 or equivalent. When you see or feel any signs of gelling (fuel press drop/power loss) dump it in there ASAP.
#80
#82
#2 Diesel 2-D
#1 Diesel 1-D
Kerosene K-1
Kerosene has a few less hydrocarbons.
I used this one during the winter:
At my brother-in-laws farm we have the fuel tested. For @ $35-$40 we find out what actual temperatures we can expect to be able to operate in.
#83
Here i a copy of one of the tests. This diesel sample had the Schaeffer's Winterized Dieseltreat additive added into it.
It shows the cloud point at 10F and the cold filter plug point at -22F. But there is a catch (there always is) .This does not mean the fuel will gell at or below -22F in my 7.3L. Keep in mind that the CFPP (cold filter plug point) determined by the ASTM D6371 test uses a 45 micron filter. IIRC the fuel filters in our 7.3L Powerstroke is 14 microns and some of the newer diesels are 2 microns. So the CFPP will actually be much different.
This is also the problem with some of the marketing on these products. read the back of the bottle and see what some companies claim there product will do. Unfortunately the ASTM D6371 standard is pretty old and IMO can no longer be applied to newer diesel engines. Each company is following the standard test, but unfortunately the standard does not apply to our vehicles.
It shows the cloud point at 10F and the cold filter plug point at -22F. But there is a catch (there always is) .This does not mean the fuel will gell at or below -22F in my 7.3L. Keep in mind that the CFPP (cold filter plug point) determined by the ASTM D6371 test uses a 45 micron filter. IIRC the fuel filters in our 7.3L Powerstroke is 14 microns and some of the newer diesels are 2 microns. So the CFPP will actually be much different.
This is also the problem with some of the marketing on these products. read the back of the bottle and see what some companies claim there product will do. Unfortunately the ASTM D6371 standard is pretty old and IMO can no longer be applied to newer diesel engines. Each company is following the standard test, but unfortunately the standard does not apply to our vehicles.
#84
How much do these tests cost? How long does it take to get results?
As for the CFPP, could you request that they test with a "tighter" filter instead?
According to the above results, the cloud point +10F and the CFPP is -22F. Lets assume, for arguments sake that the CFPP is accurate. (even though I understand why its not) So, we are saying that at -22F, the filter is plugged. The truck won't run. Pretty simple and clear cut.
But, there is a 28deg swing between cloud and CFPP. At what point will the truck technically still run, but not in an acceptable manner? at what point will it run acceptably ("good enough"), but with degraded performance?
As for the CFPP, could you request that they test with a "tighter" filter instead?
According to the above results, the cloud point +10F and the CFPP is -22F. Lets assume, for arguments sake that the CFPP is accurate. (even though I understand why its not) So, we are saying that at -22F, the filter is plugged. The truck won't run. Pretty simple and clear cut.
But, there is a 28deg swing between cloud and CFPP. At what point will the truck technically still run, but not in an acceptable manner? at what point will it run acceptably ("good enough"), but with degraded performance?
#85
#86
So my simple math way to guess the danger point of treated #2 fuel is this:
Our stock fuel filters are 3 times more restrictive than the 45 micron filter used in the ASTM TEST. 14 microns to 45 micron.
So I'm only calculating or using 1/3 to 1/2 of the gel point reduction from the fuel test. Which brings me to somewhere between 0 and -10F
Does this make any sense?
Our stock fuel filters are 3 times more restrictive than the 45 micron filter used in the ASTM TEST. 14 microns to 45 micron.
So I'm only calculating or using 1/3 to 1/2 of the gel point reduction from the fuel test. Which brings me to somewhere between 0 and -10F
Does this make any sense?
#87
#88
Here is another thread that gets into more of the details about winter blend diesel fuel and how it is more region specific. Why those that drive up from the south on a different blend and occasionally encounter problems.
https://www.ford-trucks.com/forums/1...additives.html
I'm not even sure what the fuel filters micron rations are on the 6.0L, I need to look into that before December .
https://www.ford-trucks.com/forums/1...additives.html
I'm not even sure what the fuel filters micron rations are on the 6.0L, I need to look into that before December .
#90