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Outside of maybe a fraction of an mpg (under .25) running marine two cycle in my old 7.3 and CR5.9, I have never noticed any change due to a fuel additive. Stanadyne was at least developed or at worst licensed by the group that made the bones for the DCR (and the DB2 but we will look past that....) so I at least have some confidence. Now it is a parker product and they seem to make pretty solid offerings (Dahl and Baldwin filters, etc). Assuming they didn't mess with the formula too much it should put me pretty close to the HFRR of 460 that Bosch is looking for...
I used to run the small 2 oz bottles of supertech from this list in my 7.3 and it worked great. I could hear a difference in how my injectors ran when I didnt use it.
I found this in an article from 01/2024. They claim best levels are 45-55.
Most big rig truck fuel stations use a cetane of 40. Here’s a list of examples:
BP (Amoco branded), 51
Chevron, 49 (51 with Techron D)
ConocoPhillips, 48 (California 48-53)
PetroCanada, 47-51
Shell, 46;
Sinclair, 46
Marathon 45
Exxon/Mobile, 43-46
BP, 40-42 (Powerblend 47)
HESS, 40-45
Husky, 40 (Max 41-45)
Sunoco, 40 (Sunoco Gold 45)
Holiday Stations, 40-43
Love’s: 40
Pilot: 40
Valero: 40
Sheetz: 40
Flying J, 40
From what I can find, XPD will give you a 3 point raise with a regular dose.
So, the major truck stops with the freshest fuel, also have the lowest Cetane numbers. I read that the Cetane in European diesel is over 50, which the CP4 is designed for, so wouldn’t b wet want a number as close to or above 50?
So, the major trick stops with the freshest fuel, also have the lowest Cetane numbers. I read that the Cetane in European diesel is over 50, which the CP4 is designed for!
Cetane is a measurement of how well the fuel ignites, HFRR (High Frequency Reciprocating Rig) is more important to an injection pump. That said the CP4 was benchmarked on 460 HFRR fuel, not the 520 (worse) or so fuel we have here.
Cetane is a measurement of how well the fuel ignites, HFRR (High Frequency Reciprocating Rig) is more important to an injection pump. That said the CP4 was benchmarked on 460 HFRR fuel, not the 520 (worse) or so fuel we have here.
ok, I was thinking the Cetane was more like the lubricant side of things. Thank you for clarifying!
As to your comment, when you say "emulsifier," what do mean?
As to the thread here, my truck has now has over 131k miles and have been using K100 for 130k miles with my truck bought brand new.
I have no idea if it helps with mileage or with regens, I started using it for a very slight cetane increase, lubricity for the CP4, to put water in permanent solution in the fuel and especially used as an anti-gel for winter cold temps.
I've also been using Pittsburgh Power's rebranded Better Diesel Max Mileage. Now that stuff stinks to the high heavens. I keep both the K100 and MM in a Harbor Freight sealed ammo can in the back seat.
I run the MM to attempt to keep the DPF in good shape...
So, the major truck stops with the freshest fuel, also have the lowest Cetane numbers. I read that the Cetane in European diesel is over 50, which the CP4 is designed for, so wouldn’t b wet want a number as close to or above 50?
The largest truck stops have the lowest cetane to cut costs.
So, the major truck stops with the freshest fuel, also have the lowest Cetane numbers. I read that the Cetane in European diesel is over 50, which the CP4 is designed for, so wouldn’t b wet want a number as close to or above 50?
Think of Cetane as the reverse of Octane. The higher the number of Octane, the slower burning the fuel is, while the higher the number of Cetane the faster the fuel ignites. Unlike Octane though, you don't need any mods or adjustments to use a higher cetane fuel, and the higher the cetane, the better it is for the engine.
It might be higher in EU due to regulations, but the base Cetane for decent performance is 40 with the range being 40-55 Cetane for best engine performance. Quite a few stations have the option of a "premium" blend fuel with a Cetane rating of 50, and of course you pay more for it. Cetane of 50 returns the best fuel economy too, but does the added cost pay back? Would have to test and find out. Anything over 55 though is bad for the engine, like using a lower octane fuel in a performance engine, it can preignite and damage things.
My thoughts on why US diesel is 40 Cetane is due to it being ULSD, and the lower lubricity would factor into the use of additives that can also add Cetane. If the fuel is 50 Cetane and an additive boosts it 8 points, well, it could cause engine damage. Since majority of OTR truck drivers use some sort of additive, it makes sense for truck stops to carry 40.
My thoughts on why US diesel is 40 Cetane is due to it being ULSD, and the lower lubricity would factor into the use of additives that can also add Cetane. If the fuel is 50 Cetane and an additive boosts it 8 points, well, it could cause engine damage. Since majority of OTR truck drivers use some sort of additive, it makes sense for truck stops to carry 40.
Euro 5 diesel is still 10ppm, so they are hitting the lower sulfur rate with higher lubricity requirements.
Cetane is a chemical compound that's found in diesel and is used to measure how well diesel fuel ignites:
Definition
Cetane is a highly flammable chemical that ignites easily under pressure.
Cetane number
The cetane number is a measure of how quickly a fuel ignites, or the fuel ignition delay. It's the industry standard for evaluating the quality of diesel fuel combustion. The cetane number index ranges from 0 to 100, with diesel engines typically performing best with a cetane number between 40 and 55.
Benefits
Fuels with higher cetane numbers ignite faster, which can lead to better engine performance. This can include easier starting, less white smoke on startup, less noise, and lower emissions.
Diesel engine operation
Unlike gasoline engines, which use a spark plug to ignite fuel, diesel engines use compression alone to ignite fuel.
Euro 5 diesel is still 10ppm, so they are hitting the lower sulfur rate with higher lubricity requirements.
in the US it is all about hitting corporate profit goals. When you are a large fuel supplier and are competing for sales drivers will go to the lowest pump price. Therefore you provide the min required fuel.
Think of Cetane as the reverse of Octane. The higher the number of Octane, the slower burning the fuel is, while the higher the number of Cetane the faster the fuel ignites. Unlike Octane though, you don't need any mods or adjustments to use a higher cetane fuel, and the higher the cetane, the better it is for the engine.
It might be higher in EU due to regulations, but the base Cetane for decent performance is 40 with the range being 40-55 Cetane for best engine performance. Quite a few stations have the option of a "premium" blend fuel with a Cetane rating of 50, and of course you pay more for it. Cetane of 50 returns the best fuel economy too, but does the added cost pay back? Would have to test and find out. Anything over 55 though is bad for the engine, like using a lower octane fuel in a performance engine, it can preignite and damage things.
My thoughts on why US diesel is 40 Cetane is due to it being ULSD, and the lower lubricity would factor into the use of additives that can also add Cetane. If the fuel is 50 Cetane and an additive boosts it 8 points, well, it could cause engine damage. Since majority of OTR truck drivers use some sort of additive, it makes sense for truck stops to carry 40.
so, was the sulfur the lubricant that’s missing not that we’re ultra low sulfur ?
And would an additive with sulfur like a Marvel mystery oil boosting the sulfur be bad?
so, was the sulfur the lubricant that’s missing not that we’re ultra low sulfur ?
And would an additive with sulfur like a Marvel mystery oil boosting the sulfur be bad?
It would be like running leaded gas in a unleaded gas car, clog up the catalyst and the dpf.
so, was the sulfur the lubricant that’s missing not that we’re ultra low sulfur ?
And would an additive with sulfur like a Marvel mystery oil boosting the sulfur be bad?
yes, the sulfur which is a lubricant in the fuel was removed to reduced soot. Depending on what you add could have detrimental effects to the after treatment system.
