Opti-Lube XPD Diesel Fuel Improver from Speed House
We have found Opti-Lube XPD to be far and away the BEST product for improving fuel economy and reducing component wear directly linked to the use of Ultra Low Sulfur Diesel. I will give you some of our own real world testing results as well as the text from a couple of articles that compared Opti-Lube XPD to other leading methods and products. In one test, adding a 50:1 mix of Soy based BioDiesel was NEGLIGIBLY better for wear reduction but there was not as much of an increase in fuel economy; plus, the Soy based BioDiesel is not very convenient at 50:1 mixture vs. a simple ¼ oz per gallon mix with Opti-Lube XPD not to mention the fact that is is nowhere near as widely available by just a simple telephone or internet order!
Here at Speed House, in our own light duty trucks, we have seen a combined city/highway increase of 10-15% in fuel economy when using Opti-Lube XPD over ultra low sulfur diesel alone! We have found that the Opti-Lube XPD additive pays for itself many times over JUST IN TERMS OF FUEL SAVINGS at today’s diesel prices… not to mention the wear and tear on the injectors and related components! For example, a typical fill up in our shop Duramax requires 6 oz of Opti-Lube XPD for 24 gallons of fuel which is roughly $2.00 worth of product; in this application the net savings from using the additive is about 3 gallons of fuel which at today’s prices is just over $8.00!!! Couple that with the increase in lubricity and corresponding drop in the wear factor and it is a “no-brainer”. Every customer that has purchased Opti-Lube XPD from us here at Speed House has experienced similar gains in light duty diesel applications; results drop off somewhat in medium duty trucks to an average of 6-10% increase in fuel economy and Heavy Duty trucks are seeing about 3-5% increase in fuel economy. In almost all cases Opti-Lube XPD has paid for itself JUST IN TERMS OF FUEL SAVINGS!
Opti-Lube XPD is mixed at ¼ oz per gallon. As you can see, a little bit goes a long way. Also, Opti-Lube is completely compatible with all current emissions systems.
There is not a lot of margin in this product so the biggest savings we can offer you is in the reduced shipping expense compared to buying it manufacturer direct.
Current Opti-Lube XPD Prices from Speed House:
5 Gallons: $209.00
1 Gallon: $40.95
1 Quart: $17.95
The Opti-Lube XPD 5 gallon and 1 gallon containers include a pump, graduated 16oz “tip and pour” bottle, and half pint bottle. The Quarts are graduated “tip and pour” containers themselves and will likely be the most appropriate size to keep in medium duty trucks to be re-filled from the 1 gallon jug or 5 gallon pail whereas a 16oz container is perfect to keep in light duty trucks to be refilled from either larger container.
5 gallons of Opti-Lube XPD treats 2500 gallons of diesel; this includes a pump to dispense from the 5 gallon pail and two smaller bottles to keep in the truck - 8 oz bottle and a 16 oz graduated bottle.
1 gallon of Opti-Lube XPD treats 500 gallons of diesel; this includes a pump to dispense from the 1 gallon jug and two smaller bottles to keep in the truck - 8
oz bottle and a 16 oz graduated bottle.
1 quart of Opti-Lube XPD treats 125 gallons of diesel; this comes in a graduated quart
container and is well suited to keep in the truck on its own.
Additional empty bottles are available as follows:
Graduated Pint: $5
Half Pint Cylinder: $2
Contact Speed House to find out how we can help you maximize the fuel economy and fight injector and injector pump wear in your diesel vehicle!
Here are some additional independent test results…
Text from "DieselPlace"
Lubricity Additive Study Results
The following are the preliminary results of a research study on diesel fuel Lubricity Additives. There is likely to be further commentary and explanation added at a future time.
The purpose of this research was to determine the ability of multiple diesel fuel additives to replace the vital lubricity component in ULSD (Ultra Low Sulfur Diesel) fuel.
ULSD fuel is the fuel currently mandated for use in all on road diesel engines. This fuel burns cleaner and is less polluting than it’s predecessor, called Low Sulfur Diesel Fuel. Low sulfur fuel contained less than 500 ppm of sulfer. ULSD contains 15 ppm or less.
As diesel fuel is further refined to remove the polluting sulfer, it is inadvertently stripped of its lubricating properties. This vital lubrication is a necessary component of the diesel fuel as it prevents wear in the fuel delivery system. Specifically, it lubricates pumps, high pressure pumps and injectors. Traditional Low sulfer diesel fuel typically contained enough lubricating ability to suffice the needs of these vital components. ULSD fuel, on the other hand, is considered to be very “dry” and incapable of lubricating vital fuel delivery components. As a result, these components are at risk of premature and even catastrophic failure when ULSD fuel is introduced to the system. As a result, all oil companies producing ULSD fuel must replace the lost lubricity with additives. All ULSD fuel purchased at retail fuel stations SHOULD be adequately treated with additives to replace this lost lubricity. The potential result of using inadequately treated fuel, as indicated above, can be catastrophic. There have been many documented cases of randomly tested samples of diesel fuel. These tests prove that often times the fuel we purchase is not adequately treated and may therefore contribute to accelerated wear of our fuel delivery systems. For this reason it may be prudent to use an after market diesel fuel additive to ENSURE adequate lubrication of the fuel delivery system. Additionally, many additives can offer added benefits such as cetane improver, and water separators or emulsifiers.
In this study we will test multiple diesel fuel additives designed to replace lost lubricity. The primary component of this study is a side-by-side laboratory analysis of each additive’s ability to replace this vital lubricity. Additionally, claims of improving cetane, water separation or emulsification, bio-diesel compatibility and alcohol content will be noted. These notes were derived from information that was readily available to consumers (via the label and internet information) and none of this information has been evaluated for validity and/or performance. Cetane information has only been noted if the word “cetane” was used in the advertising information. The words “improves power” has not been translated to mean “improves cetane” in this evaluation. Information on alcohol content is provided by indicating “contains no alcohol”. Omission of the words “contains no alcohol” does not imply that it does contain alcohol. This information was simply missing in the information available to a consumer. However, the possibility of a form of alcohol in these products is possible. Additionally, information on dosages and cost per tankful are included for comparison purposes.
How Diesel Fuel Is Evaluated For Lubricating Ability:
Diesel fuel and other fluids are tested for lubricating ability using a device called a “High Frequency Reciprocating Rig” or HFRR. The HFRR is currently the Internationally accepted, standardized method to evaluate fluids for lubricating ability. It uses a ball bearing that reciprocates or moves back and forth on a metal surface at a very high frequency for a duration of 90 minutes. The machine does this while the ball bearing and metal surface are immersed in the test fluid (in this case, treated diesel fuel). At the end of the test the ball bearing is examined under a microscope and the “wear scar” on the ball bearing is measured in microns. The larger the wear scar, the poorer the lubricating ability of the fluid. Southwest Research runs every sample twice and averages the size of the wear scar.
The U.S. standard for diesel fuel says a commercially available diesel fuel should produce a wear scar of no greater than 520 microns. The Engine Manufacturers Association had requested a standard of a wear scar no greater than 460 microns, typical of the pre-ULSD fuels. Most experts agree that a 520 micron standard is adequate, but also that the lower the wear scar the better.
An independent research firm in Texas was hired to do the laboratory work. The cost of the research was paid for voluntarily by the participating additive manufacturers. Declining to participate and pay for the research were the following companies: Amsoil and Power Service. Because these are popular products it was determined that they needed to be included in the study. These products were tested using funds collected by diesel enthusiasts at “dieselplace.com”. Additionally, unconventional additives such as 2-cycle oil and used motor oil were tested for their abilities to aid in diesel fuel lubricity. These were also paid for by members of “dieselplace.com”.
The study was conducted in the following manner:
-The Research firm obtained a quantity of “untreated” ULSD fuel from a supplier. This fuel was basic ULSD fuel intended for use in diesel engines. However, this sample was acquired PRIOR to any attempt to additize the fuel for the purpose of replacing lost lubricity. In other words, it was a “worst case scenario, very dry diesel fuel” that would likely cause damage to any fuel delivery system. This fuel was tested using the HFRR at the Southwest Research Laboratory. This fuel was determined to have a very high HFRR score of 636 microns, typical of an untreated ULSD fuel. It was determined that this batch of fuel would be utilized as the baseline fuel for testing all of the additives. The baseline fuel HFRR score of 636 would be used as the control sample. All additives tested would be evaluated on their ability to replace lost lubricity to the fuel by comparing their scores to the control sample. Any score under 636 shows improvement to the fuels ability to lubricate the fuel delivery system of a diesel engine.
In order to ensure a completely unbiased approach to the study, the following steps were taken:
Each additive tested was obtained independently via internet or over the counter purchases. The only exceptions were Opti-Lube XPD and the bio-diesel sample. The reason for this is because Opti-Lube XPD additive was considered “experimental” at the time of test enrollment and was not yet on the market. It was sent directly from Opti-Lube company. The bio-diesel sample was sponsored by Renewable Energy Group. One of their suppliers, E.H. Wolf and Sons in Slinger, Wisconsin supplied us with a sample of 100% soybean based bio-diesel. This sample was used to blend with the baseline fuel to create a 2% bio-diesel for testing.
Each additive was bottled separately in identical glass containers. The bottles were labeled only with a number. This number corresponded to the additive contained in the bottle. The order of numbering was done randomly by drawing names out of a hat. Only Spicer Research held the key to the additives in each bottle.
The additive samples were then sent in a box to An independent research firm. The only information given them was the ratio of fuel to be added to each additive sample. For example, bottle “A” needs to be mixed at a ratio of “480-1”. The ratio used for each additive was the “prescribed dosage” found on the bottle label for that product. Used motor oil and 2-cycle oil were tested at a rationally chosen ratio of 200:1.
The Research Laboratory mixed the proper ratio of each “bottled fluid” into a separate container containing the baseline fuel. The data, therefore, is meaningful because every additive is tested in the same way using the same fuel. A side-by-side comparison of the effectiveness of each additive is now obtainable.
These results are listed in the order of performance in the HFRR test. The baseline fuel used in every test started at an HFRR score of 636. The score shown is the tested HFRR score of the baseline fuel/additive blend.
Also included is the wear scar improvement provided by the additive as well as other claimed benefits of the additive. Each additive is also categorized as a Multi-purpose additive, Multi-purpose + anti-gel, Lubricity only, non-conventional, or as an additive capable of treating both gasoline and diesel fuel.
As a convenience to the reader there is also information on price per treated tank of diesel fuel (using a 26 gallon tank), and dosage per 26 gallon tank provided as “ounces of additive per 26 gallon tank”.
Results in Order Of Performance:
1: SoyPower BIODIESEL
HFRR 221, 415 micron improvement.
50:1 ratio of baseline fuel to 100% biodiesel
66.56 oz. of 100% biodiesel per 26 gallons of diesel fuel
Price: market value
2: Opti-Lube XPD
Multi-purpose + anti-gel
cetane improver, demulsifier
HFRR 317, 319 micron improvement.
3: FPPF RV, Bus, SUV Diesel/Gas fuel treatment
Gas and Diesel
cetane improver, emulsifier
HFRR 439, 197 micron improvement
4: Opti-Lube Summer Blend
HFRR 447, 189 micron improvement
5: Opti-Lube Winter Blend
Muti-purpose + anti-gel
HFRR 461, 175 micron improvement
6: Schaeffer Diesel Treat 2000
Multi-purpose + anti-gel
cetane improver, emulsifier, bio-diesel compatible
HFRR 470, 166 micron improvement
7: Super Tech Outboard 2-cycle TC-W3 engine oil
Unconventional (Not ULSD compliant, may damage 2007 or newer systems)
HFRR 474, 162 micron improvement
8: Stanadyne Lubricity Formula
demulsifier, 5% bio-diesel compatible, alcohol free
HFRR 479, 157 micron improvement
9: Amsoil Diesel Concentrate
demulsifier, bio-diesel compatible, alcohol free
HFRR 488, 148 micron improvement
10: Power Service Diesel Kleen + Cetane Boost
Cetane improver, bio-diesel compatible, alcohol free
HFRR 575, 61 micron improvement
11: Howe’s Meaner Power Kleaner
HFRR 586, 50 micron improvement
12: Stanadyne Performance Formula
Multi-purpose + anti-gel
cetane improver, demulsifier, 5% bio-diesel compatible, alcohol free
HFRR 603, 33 micron improvement
13: Used Motor Oil, Shell Rotella T 15w40, 5,000 miles used.
Unconventional (Not ULSD compliant, may damage systems)
HFRR 634, 2 micron improvement
price: market value
14: Lucas Upper Cylinder Lubricant
Gas or diesel
HFRR 641, 5 microns worse than baseline (statistically insignificant change)
15: B1000 Diesel Fuel Conditioner by Milligan Biotech
Multi-purpose, canola oil based additive
HFRR 644, 8 microns worse than baseline (statistically insignificant change)
16: FPPF Lubricity Plus Fuel Power
Multi-purpose + anti-gel
Emulsifier, alcohol free
HFRR 675, 39 microns worse than baseline fuel
17: Marvel Mystery Oil
Gas, oil and Diesel fuel additive (NOT ULSD compliant, may damage 2007 and newer systems)
HFRR 678, 42 microns worse than baseline fuel.
18: ValvTect Diesel Guard Heavy Duty/Marine Diesel Fuel Additive
Cetane improver, emulsifier, alcohol free
HFRR 696, 60 microns worse than baseline fuel
19: Primrose Power Blend 2003
Cetane boost, bio-diesel compatible, emulsifier
HFRR 711, 75 microns worse than baseline
Products 1 through 4 were able to improve the unadditized fuel to an HFRR score of 460 or better. This meets the most strict requirements requested by the Engine Manufacturers Association.
Products 1 through 9 were able to improve the unadditized fuel to an HFRR score of 520 or better, meeting the U.S. diesel fuel requirements for maximum wear scar in a commercially available diesel fuel.
Products 16 through 19 were found to cause the fuel/additive blend to perform worse than the baseline fuel. The cause for this is speculative. This is not unprecedented in HFRR testing and can be caused by alcohol or other components in the additives. Further investigation into the possibilities behind these poor results will investigated.
Any additive testing within +/- 20 microns of the baseline fuel could be considered to have no significant change. The repeatability of this test allows for a +/- 20 micron variability to be considered insignificant.
This study would not have been possible without the participation of all companies involved and DieselPlaceCom. A special Thank You to all of the DieselPlaceCom members who generously donated toward this study and waited longer than they should have for the results. You folks are the best. Arlen Spicer, organizer.
Another Study From Diesel Power Magazine
Fuel Additive Test - ULSD
Increasing Fuel Economy In Pre-2007 Diesels
From the November, 2009 issue of Diesel Power
By Mike McGlothlin
Photography by Mike McGlothlin, David Stall, Courtesy Of FPPF
From the time the Environmental Protection Agency proposed that ultra-low sulfur diesel (ULSD) be run in all on-highway diesel vehicles to when it was fully implemented in late 2006, there has been much debate about this new fuel's effect on older diesel engines. Specifically, the fear that ULSD has a lower lubricity and cetane rating, which could affect pre-2007 diesel engines and fuel systems.
One major oil company has assured us that the proper lubrication formulas are now added and mixed before the fuel we use ever makes it to the pump. Still, many aren't convinced this is the case, as a lot of folks in the pickup segment, and especially those in the trucking industry, noticed a decrease in fuel economy once ULSD became our nation's primary diesel fuel.
The Importance Of Cetane
Diesel engines will operate fine on any cetane rating between 40 to 55, but the higher the number, the shorter the ignition delay is, and the more complete and efficient the combustion cycle becomes. In our research we found that cetane numbers in ULSD fluctuate between 40 to 45. And coinciding with what we've seen, with inconsistencies in cetane ratings at the pump, many diesel owners experience fluctuating fuel mileage.
During the refinement of ULSD, fuel is flooded with hydrogen to remove sulfur, but in the process also removes much of the fuel's lubrication properties, as well as cetane content. This leads to many things, but we're focusing on the fact that cetane numbers aren't consistent. This means each time you fill up at your local station, the quality of fuel is different. Knowing this, we contacted FPPF about using its 8+ Cetane Improver.
The Importance Of Lubricity
Another reason ULSD has been blamed for premature fuel system and engine wear is due to its low sulfur content. At 15 ppm (out of 1 million parts, just 15 can be sulfur), ULSD contains only a fraction of the sulfur concentration found in the previously used low-sulfur diesel (LSD), which was roughly 500 ppm. And since sulfur acts as a lubrication agent in diesel fuel, ultra-low sulfur content in ULSD is thought to be one of the main suspects in causing fuel-related problems in pre-2007 diesels, which were designed to run primarily on LSD.
According to Exxon Mobil, ULSD's refining process can reduce the energy content of the fuel. They say a reduction is minimal, but nevertheless, energy loss occurs. Knowing this, we contacted Opti-Lube about its XPD fuel additive, which is designed to increase diesel fuel's lubricity as well as its cetane rating.
Our Test And Its Parameters
Between ULSD's lower cetane rating and lubricating abilities and the fact that diesel prices in Southern California peaked as high as $5.39 a gallon in the summer of 2008, the idea of testing several fuel additives came to us rather easily. After all, everyone at that time wanted some help in the mileage department, so we set out to bring readers a basic, real-world diesel additive test. The experiment kicked off with us running straight diesel fuel for some baseline fuel economy numbers, followed by a lubricity-only additive, then Opti-Lube's XPD, and finally, FPPF's 8+ Cetane Improver.
Did Solely Increasing Fuel Lubricity Increase Mileage?
To find out if the above question was true, we decided to run a two-stroke oil pre-mix as an additive in our test vehicle (unconventional at best, and with no cetane improvement). And after 2,000 miles of testing the product, the answer was yes. Our overall mileage increased 1 mpg in combined highway and city driving. Now, is it worth running this as an additive to gain a measly mile per gallon? You be the judge. But for less than $10, we got a 7 percent improvement in fuel economy and enough oil for 10 tanks worth of testing.
At the time of our test, Opti-Lube's XPD formula was rumored to be one of the best diesel additives on the market. Along with providing lubricity-enhancing ingredients, XPD also claimed to increase each tank's cetane number by three to five points when mixed properly. In addition, Opti-Lube stated that its product contained injector cleaning agents, could improve not only fuel economy but water separation in fuel, and help cold weather performance as well.
FPPF 8+ Cetane Improver
Another highly regarded fuel additive is FPPF's 8+ Cetane Improver. And by running a 256:1 mixture, it claimed each tank's cetane number could be increased by 8 points. This meant that by filling up with 40 cetane or 45 cetane fuel at the pump we would still be able to make our fuel as energy-dense as possible. Along with increasing cetane rating, FPPF's additive was also capable of reducing smoke and engine noise, and providing quicker start-ups.
Please check out our results, which should dispel any rumors that all fuel additives are a gimmick, or a myth. At least in our '97 Power Stroke's case, the myth has been proved, rather than busted-the fuel additives we tested did increase fuel economy.
Year/Make/Model: 1997 Ford F-350 4x4 Crew Cab
Engine: 7.3L Power Stroke
Transmission: E4OD Automatic
Axle Ratio: 4.10
Tire Size: 285/75R16
Upgraded fuel injectors from Full Force Diesel, TS Performance six-position chip with daily driver setting from Bean's Diesel Performance, free-flowing K&N air intake and MBRP 4-inch exhaust, and upgraded transmission from North American Diesel Performance
• Each additive was mixed at the manufacturers' recommended ratio and poured in the empty tank first, before filling up with fuel. (Opti-Lube XPD = 256:1, FPPF = 256:1, the two-stroke, which had no recommendation, was run in a 200:1 mixture).
• The same three filling stations were used throughout testing, and the truck was topped off at the same level each time.
• Real-world driving scenarios: stop-and-go city traffic, interstate commuting (65 to 70 mph, cruise control), and minimal off-road use. Note: Hauling and towing instances were purposely excluded from the test results.
• Eleven thousand miles were driven during testing: first with no product, then with two-stroke oil, Opti-Lube, and FPPF.
• Weather did not play as big a role as one might think. With one of the mildest climates in the country, Southern California allowed us to conduct the test in a virtually uncorrupted manner (no freezing temperatures or extreme heat conditions were faced).
• Heat and air conditioning were rarely needed (no unnecessary drag was placed on the engine).
• Regular maintenance was performed on the truck. And because we were dealing with HEUI, we made sure our oil was changed every 4,000 miles for the cleanest oil possible actuating our injectors (we ran Shell's Rotella T Heavy-Duty 15W-40 engine oil). We also inspected and then replaced the fuel filter before switching to the next additive (no fueling or performance modifications were made to the truck once the testing began).
Highway Average 14.6 mpg
City Average 13.7 mpg
Overall Average 14.1 mpg
Best Highway (one tank) 16.3 mpg
Best City (one tank) 14.9 mpg
Highway Average 15.6 mpg
City Average 14.6 mpg
Best Highway (one tank) 17.4 mpg
Best City (one tank) 15.7 mpg
Highway Average 16.1 mpg
City Average 14.4 mpg
FPPF 8+ Cetane Improver
Best Highway (one tank) 17.3 mpg
Best City (one tank) 15.0 mpg
Highway Average 16.1 mpg
City Average 14.9 mpg
Opti-Lube XPD Diesel - Fuel Economy and Reduced Wear!
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