I was doing some research, as I really find it a pain in the winter to add both the anti gel (PM-23A) and PM-22A Cetane Boost from Ford to the tank with each fill up. Two bottles. Just slows the whole process down. I was looking for a solution that was all in one, an anti gel and cetane boost, but Ford doesn't offer it.

But then I learned that Stabil is the OEM of the Ford products, and under their brand name of DieselPower, they offer the AntiGel and Cetane boost products, as separate products, but also a single all in one fuel conditioner that says it is anti-gel, and cetane boost in one. Yes! Much easier.

One thing I can't figure out though, is the difference in the amount of cetane and how much it matters. From looking at the Stabil bottles, the amount of cetane in the standalone product says it boosts cetain "7 numbers" and the label on the complete fuel conditioner with antigel says it boosts it "4 numbers." The anti gel rating is the same in the standalone and fuel conditioner, rated at -40. Why not have the same amount of cetane? What does 4 vs 7 numbers even mean? Is that enough reason to continue to use them separate?

Stabil, you online? Can you help answer that question, or can someone else?

These are the products I'm looking at:

https://www.goldeagle.com/product/dieselpower-anti-gel/
https://www.goldeagle.com/product/di...-cetane-boost/
https://www.goldeagle.com/product/di...t-conditioner/

Notice the identical bottles to the Ford products. Also I like that the complete conditioner comes in larger bottles of 32 oz.

Thanks

 

Your numbers a bit off but who's counting?

PM-22 Cetane Booster
PM-23 Anti Gel

I've never used both together, PM-22 for >32 and PM-23 for <32.

 

LOL, thanks. I fixed my post. Was going off memory. The problem with just using the anti gel in winter, is it has no cetane boost in it.

 

Is there a benefit of gaining higher cetane numbers other than for better fuel milage?

I use the PM-22 primarily for added lubricity. I read somewhere that ULSD lacks the lubricity which was in diesel fuels prior to removing the sulfur.

 

That is true. Lubricity is probably the most important reason I run it too, but my understanding is cetane is similar in concept to octane for gas. Better ignition (faster) and hence better mileage, performance, etc.

 

Cleaner burning which means less soot which means few regens, fewer turbo and EGR problems. What's not to like?

 

Is the difference in cetane of 4 vs 7 "numbers" enough to make it worth keeping them separate? It's almost a 100% more.

 

I think that I read that higher cetane isn't needed as much in colder weather. My truck seems to make less soot when it is below 20 degrees.

 

Higher cetane equals a shorter delay in combustion when pressurized. The number raised is really based on the cetane number available at the pump. EPA has regulated that ULSD have a min cetane number of 40 (Alaska exempt), while CARB requires a min 53 and TxLED requires a min 48. A cetane number between 42-55 is considered optimal. Engine manufactures design diesel engines to operate with CN 40 ULSD. CN has little to no effect (Mileage, HP or torque) when the engine is at normal operating temperatures. CN is really about lower emissions and less regens.

 

Excellent, thanks. So for the question more comes down to lubricity and where the complete treatment provides the same level as the standalone treatment, unless lubricity is also related to the cetane amount. If it is, question answered.

 

Typically lubricity additives will not lower the cetane number but anti gel additives generally will. Higher CN generally means lower cold flow performance which is why CA and TX can get away with higher CN. Alaska offers D1 at the pump which is an excellent cold start diesel fuel but not available in the lower 48 for OTR vics.

I always advise clients to use fuel additives for there lubricity and detergents properties first and then anti gel and cetane additive as a secondary benefit.

 

Steve, where do you live? Most petroleum companies add an anti-gel agent to their diesel. I live in the Northeast, this winter we've been down to -8 and I've not experienced an issue. My '13 fired right up and ran without an issue.


This is primararly why I run Fords PM-22. However, at least in the 11 - 16 6.7s I believe a regen happens at 500 miles regardless of DPF particulate levels. What I've read is that the engine is running cleaner because the increased Cetane raises the temperature of the combustion resulting in a more complete fuel and exhaust that is returned into the cylinders by the EGR system burn.