Show me an additive company in which they list the spec that says how much water will be put into solution or for the demulsifiers, how much water will be dropped out for the separator to pick up. Personally, i think you're asking for the impossible as too many variables exist here.

I was told that if you believe water is suspected in the fuel to treat at a 1:1 ratio if I remember correctly. But the fuel itself still has to have the 1000:1 ratio for summertime and the double dose for cold weather at 500:1 plus the additional amount required for the water. You cannot overdose this stuff from what I was told.

The only reason I was going to do a water and K100 test was so I can show how it's not an emulsion by putting it in my freezer for a time to show it won't freeze. If it was an emulsion, the water would come out of suspension, freeze and the liquid would look cloudy. That's all. I was going to leave the stick with the paste on it so it can show what it does. I believe this is a reasonable test to show that the water is put in a permanent solution. That means it will not come out and affect the fuel system.

As to adding diesel fuel, I will do that as well.

I had one user here tell me that he wants to see the videos. There are a lot of new users here. This is for the people who want to see this and will view with an open mind. I'm sure some have already poo pooed this and really don't care what I'm saying, think I'm crazy for using it and will never use it. All I know is that I have followed the dosing rates for appropriate seasons, have only drained my DFCM when changing fuel filters and have had no problems. I link the one problem I had with my primary filter with catching the bottom of a fuel tank as it was just about empty when filling up at a Mobil station in my city. I no longer purchase from there at all. I changed the fuel filters that day, primed the system and had no problems. I'm thinking possibly the junk from the bottom of the tank clogged the primary filter. There were no codes.

Like I told Fritz, the only reason I would put the K10/water in the freezer is too show how it will not freeze. I have done it before. But now I have the water detecting paste. A lot of guys probably think it's an emulsifier. If that was true, I'd be in trouble a long time ago and not be approaching 75k miles.

As to the water added to diesel treated with K100D, if I add a big amount of water, I have to treat with at least a 1:1 ratio. I know what you saying though with your view of real world. K100 doesn't claim to that a normally dosed batch of fuel will "fix" a bad batch of fuel. Everyone always says to buy at a place where the fuel is being turned over so it stays fresh. I buy mine from a local carwash/store/fuel station chain. I've found out that K100 has sold to that chain as they have used it before. I cannot deny I am taking a chance by not emptying the DFCM every month. So I see your point. To be honest, I think anyone who caught a bigger dose of water from a fuel station would be screwed. That's why I think Ford went to a bigger primary filter/water separator than the 11 to 16 gen. Who says that the new water separator will catch it? These are my thoughts only. I'm no expert, just a thinking man.

Truth be told, I'm not the only guy who runs this stuff. They sell it by the 55 gallon drum which are purchased by trucking companies. I think I will ask and see if I can get a list of them. People are using this stuff in their vehicles. I have never had a gelling problem when we've gotten real cold and have heard of others who don't use it gelling up.

 

Dave it's hard if not impossible to figure out how much water could be in a gallon of diesel. It could be a couple spoon fulls or just a drop. I like that you are using K100D. I have only found it online and I may just have to get me some of that. What I am most concerned about is lubricity. I have not had any problems with water in fuel. I bet I have fueled at over 100 different fuel stations and the number could be higher and still I have not had a single problem with water.

 

It adds lubricity to the fuel Bone. It's not just for potential water problems, it does many things. I bought Hot Shots Secret lubricity adder LX4. It mixed completely with the K100D. I still have it sitting in my garage and it hasn't separated. The LX4 is made from a bio source I believe. I still have to figure out at what rate I'm going to use it with the K100D. I'm not going to dose it at their rate but will figure something out. I was just looking to supplement the K100D with some more lubricity additive. Since K100D already adds some, I just want to add a fraction of what is needed.

 

I ordered the Airdog tee fitting from Summit needed to add a mechanical fuel pressure gauge to the 1/2 inch line that will feed my DFCM. I also ordered a 0 to 60 PSI gauge from Summit Racing as well. This way I can fine tune the pressure down to 10 PSI from the preset pressure of 55 PSI.

I ordered the low pressure light kit from EBay from the same company I ordered my Air Dog from. The sender plug and light connections are already there in the harness so I thought it was a good idea to have. I will probably order the 10 micron fuel filter to have in case I run into a problem during the colder weather. There also is a Cat fuel filter upgrade kit available online that I am considering on going to at one point. I'll post that info as well.

I'll post up pics and links when I get these in. I have to get two more 1/2 inch quick connect fittings, one male and one female, to connect the tee fitting that is provided with the kit to tie in the 3/8 inch tank fitting on the AirDog which connects the air/vaporized fuel 3/8 inch fitting to the factory return line. This is nice because you don't have to cut into the fuel fill hose to return the air/vapor line to the tank like the 10 PSI models that were discontinued.

 

I sourced two quick connect fittings locally from a hydraulic supply store that are Dorman parts (part 800-111), 1/2 inch quick connect x 1/2 inch push lock, for the tie in to the factory return line from the DFCM.





I was concerned about the slight difference in the inner diameter of the fitting supplied by Airdog and the Dorman fitting.



But when i compared it to the return fitting 1/2 inch inner diameter, it's bigger than the tee inner diameter. This is for the return and not the supply line. I'm not worried now.



Here's the mechanical fuel pressure gauge and 1/2 inch fitting with 1/8 inch NPT port for the gauge I got from Summit Racing. This way i can adjust the fuel pressure down to 10 psi to feed the DFCM. I've decided to get two extra 1/2 female quick connect × 1/2 inch push lock nylon fittings from either Airdog or another website I found, vulcanperformance.com Which ever is the cheapest.

I am going to use the line I make with the fuel pressure gauge to set up the fuel pressure correctly, then remove it and replace it with a solid line with those two extra fittings I buy. This way the fuel gauge won't be screwed up by the salt in winter time. I only need that line to set my pressure to 10 PSI. Then I'll have it if I ever need it to trouble shoot the pump pressure.


Here' the Airdog Low Pressure Indicator Light kit. P/N 901-04-0003-3 The wires are already in the harness for it.


This is the 3/8 inch straight female quick connect x 1/2 inch push lock nylon fitting that I want to get a second one. This is on the tee fitting that Airdog provides with the kit. This connects the 3/8 inch air/vapor line from the Airdog to the return line back to the tank.

They provide a 90 degree one but it will be a short straight one from the Airdog, so i want a second straight fitting to use the least amount of hose possible.


One more shot of the Dorman fittings to be used on the return line. Button to unlock fitting is seen on top.

 

I don't know what I was thinking when I thought those fittings on the oil catch can were 1 inch ID. They are not. They are 5/8 inch. I got new ones... 5/8 inch ID. The return policy is simple and easy for McMaster.com just ship them back with a copy of invoice and they will refund the money. They are going back next week. Doh...


The correct sized hose menders... To move oil can over so the old mounting spot is clear for the S&S DPK kit. 5/8 inch 304 stainless steel.

 

Overkill,

Im interested in your catch can reroute plans. I have the same mishimoto catch can and am interested in the s and a gen 2 dpk. Which specific hose fittings did you purchase and where did you buy the hose to extend the lines? Also, are you worried about any potential flow problems or clogs with extending the lines?

 

Sorry dude. Been busy working on the outside of my house and I'm only hit and miss with the forum until I'm done.

Here's the page where I found the stainless hose menders. You don't have to go with stainless steel. They do have other ones to choose from.

https://www.mcmaster.com/hose-mender...r-and-water-8/

Here's the ones I ordered...

https://www.mcmaster.com/5361K74/

I still have to source the 5/8 inch I.D. oil rated hose locally. My local Advance Auto stores did not have it. I haven't had a chance to call the local hydraulic supply store where I got the 1/2 inch quick connects for my Air Dog install.

 

I saw this video the day it came out. It brought out a lot of interesting points I thought. If you watch the video, go to YouTube and read through the comments. Great conversation there. Basically this sums up the conversation on this podcast:

"This episode has been on our mind a while - why aren’t we seeing emission-equipped trucks race? Why is all the attention on pre-2007 trucks that have been doing it for 10, 15 or 20 years? Sara from King of the Street Challenge is joining us today to talk about this very issue. She tells us her perspective on it and why KOS is showcasing emission-equipped diesel racing."

To give a little background here on myself and my 2016 F350, when I bought my truck in late December 2016, I had no idea of about how diesel emissions worked or how modern day diesel pickups don't like stop and go daily driving. Being how I am and how I look into everything to learn the most I can about what I'm looking into, I started delving into the subject because I just bought my truck. Then I realized that I may have a problem because I was daily driving a diesel truck with no load on it. I started collecting information on deletes and components to buy in case I had problems. But luckily for me, I live in the hills south of Buffalo where the Appalachian Mountains start in Western New York. These hills keep my emissions happy and my regens out in the high 400 mile range to 500 miles where the should be. Unless of course you're @senix who seems to have the perfect daily routine and use for these trucks as he not only went into 1000 mile plus range for his 2013 F350, he's doing it with his 2020 F450 also. We call his trucks "Unicorn" here.

His truck as well as mine and others here, are proof that emission equipped trucks can be reliable and run for many miles. With that said, I'm not against deletes. I never was. I've been against the @$$ hats who on social media have been "rolling coal" and bringing a black eye to all diesel truck owners. IMO, I believe social media had a huge impact on the reason why the EPA came down on the light truck market but I could be wrong. For those of you who are new here and really are not familiar with this, I'll provide some links here for you to read.

https://www.dieselforum.org/news/epa...in%20penalties.

https://www.epa.gov/enforcement/nati...es-and-engines


Here's a thread that I was involved with:

https://www.ford-trucks.com/forums/1...sting-vis.html

from that thread link:

This is Korey Willis' company who used to be one of the leaders in delete tuning: https://www.ppei.com/ *

* Credit to @KubotaOrange76 for the PPEI link.

https://www.ppei.com/academy/news/th...an-for-racing/

From that page is this link: https://www.votervoice.net/SEMA/campaigns/45394/respond

Go to it so you can send a message to your local representative for government about your support for the RPM Act.



Credit goes to @Bohen for this.


This is from the thread also from my comment:

"I'll have to rewatch the video. He also mentioned EZ Lynk and their cloud with all the customer data and VINs. He talked about how Apple fought the gov't and didn't release their data to them. If the EPA gets access to the EZ Lynk's cloud, that's all the customer info they need. I'm not being Chicken Little here, I'm just being like Capt. Obvious because it appears as if the EPA just got pretty serious on this *****.

Thanks to Kubota for posting the PPEI link.

National Compliance Initiative: Stopping Aftermarket Defeat Devices for Vehicles and Engines

Problem

Mobile sources are a significant contributor to air pollution. The EPA, through its direct implementation authority, can play a critical role in addressing these important pollutant sources. Title II of the Clean Air Act (CAA) authorizes the EPA to set standards applicable to emissions from a variety of vehicles and engines. Required emission controls often include filters and catalysts installed in the vehicle’s or engine’s exhaust system, as well as calibrations that manage fueling strategy and other operations in the engine itself. The CAA prohibits tampering with emissions controls, as well as manufacturing, selling, and installing aftermarket devices intended to defeat those controls. The EPA has found numerous companies and individuals that have manufactured and sold both hardware and software specifically designed to defeat required emissions controls on vehicles and engines used on public roads as well as on nonroad vehicles and engines. Illegally-modified vehicles and engines contribute substantial excess pollution that harms public health and impedes efforts by the EPA, tribes, states, and local agencies to plan for and attain air quality standards.

FY 2020-2023 Update

This new NCI will be implemented during FY 2020-2023.

Goal

This NCI will focus on stopping the manufacture, sale, and installation of defeat devices on vehicles and engines used on public roads as well as on nonroad vehicles and engines.

According to those dates above, this looks like it's going to broaden before it lets up. I'm sure there are going to be the small players out there, but this looks like it's all coming to head, Gentlemen. This will, like politics these days, be interesting to watch...history being made."



My point to post this was to get info to the new users that deleting is not as easy nor mainstream as it once was. I am now hearing, as I heard yet from another source, that the New York DOT is targeting deleted pickups in the commercial field; i.e. being used with commercial plates pulling trailers in a commercial application. So the enforcement I predicted in the past here on the forum has come to fruition. It sucks but it is what it is. I'm NOT making this into a delete versus stock argument, but I've said this before... moving forward, it is an emissions compliant world. The racers and pullers need the RPM Act to pass to protect them from the scrutiny of the EPA . The old argument of "off road use only" is no longer valid. You know NASCAR has to be behind and support the RPM Act.

With all this said, it would cool to see stock emissions equipped diesel trucks race and do their thing. The HP wars with the "Big Three" are going to continue. Will we see a day when we get a 700 or 800 hp diesel engine from the factory? I hope so. Maybe even 1000 hp. This is where the future is going. I still think four digit HP dyno numbers from pre 07.5M MY trucks are cool, but everyone loves the comforts of the modern trucks. The world of racing is just that. A minority of guys sinking $$$ into their old trucks to get obscene power levels. But for the everyday guys like us, it's not a reality. Some of us would also like to see more tuning that is emissions safe and reliable with future improvements. IMO, DPF technology will only improve to provide more efficient, reliable and longer lasting filters. I think Ford's tactic of reducing EGR use and increasing DEF usage is an effort to increase engine reliability while increasing power output, while possibly being cleaner for the DPF.

 

Great read Dave. Yes the emissions, although complex, can be made to work well with the use that the truck was designed for. Look at over the road big rigs. They don't seem to have much of an issue either.

My only complain and not a complaint either is the amount of def that I am using with the current truck. Third generation 6.7 and about 3K miles is about the distance I can get.

Right now as I sit out here in the West Coast is almost 2600 miles since last regen.

 

Thanks Scott.

A friend I know has a 2015 F350 that he was going to delete but because he does commercial work and hauls commercial equipment, he can't. He just reached 100k miles not long ago. He never mentioned any issues so I don't think he has any.

It does show that for many who want to delete, it's not an option unfortunately.

 

I came across this tonight. An article from March of this year, it was an open page on my phone browser, so I'd figure I'd post up for info.

https://www.rvtravel.com/rolling-coal-thing-past992b/

If anyone has heard anything since then, feel free to post up and update.

 

What I dont understand how this crap is measured. They say a vehicle spits out 5 tons of CO2. Is that 10,000 pounds of CO2? How would you measure that?

 

They would say "the science..." To me, it's just an estimation. But what they don't say is CO2 makes the plants grow. And that the plants give off oxygen. I think it was last year when NASA showed how more green the earth was. But the climate change folks have to keep preaching and pushing fear.

 

So tired of all the BS. Wish they could tell us the truth and maybe we could buy into this stuff. All those guys that spew this crap about CO2 must have been stoned that week in Biology.