Has anyone used JP 8 (Nato number F34) fuel?

Being deployed they used Jet Fuel instead Diesel. The trucks (equipped with a turbo) started to smoke black immedeatley. They called it Diesel de luxe

black Smoke = unburned fuel = higher BTU included in JP8

If I turn up the boost - it should burn clean....

Deezel Stink3r's Sig:

1999 Jeep Cherokee 2.5 TD VM Diesel engine, Bosio Fratelli Injectors, Manual Forge MUNOS boost controller, oil cooler fan operated at 212°, Bosch standby coolant pump with electronic controlled temperature and delay, oil temperature & boost gauge by VDO, ARB rear locker, Optima Red top

Let us know how it works out.

bryson's Sig:

'01 QC Sport LWB, Edge J/A, AirDog II 165, ATS 4" straight piped, BHAF, J&G slushbox w/ Howard's converter, 3rd gen t-bar, steering brace, DLux Fab hub conversion, H2's/35's, 3.54s open... need 4:10s and a Detroit.

I've run JP8 in my truck(Diesel was 5/gal and we had gallons of it just sitting around)....I would put about 5 gal. of JP8 in a tank w/ reg diesel fuel w/ no issues...Same mileage, no extra smoke that I noticed

ChinookFE's Sig:

'04 CTD QC SB 4x4, 6 Spd, Silencer Ring MIA, Straight Piped, Painless Performance Striker FE, Airdog 150, 285/70/17 Nitto Terra Grapplers, 2" XD Leveling Kit

'96 Ram 1500 4x4, 3", 35"s, Bunch O' Goodies..

And pure JP8?

You will loose fuel mileage, but if it's free I guess that doesn't matter.

AFAIK It's pretty much the same as #1 diesel fuel.. from Exxon:

Why shouldn’t I just use Diesel Fuel No. 1?
While Diesel Fuel No. 1 has an advantage in low temperature operability, there are some disadvantages, as well. The energy content of Diesel Fuel No. 1 is about 95% that of Diesel Fuel No. 2 and will provide a correspondingly lower fuel economy. Diesel Fuel No. 1 is also lower in viscosity and provides less lubrication for the fuel pump and fuel distributor.

I don't have a Common Rail- so lubricity isn't that prob. I just wonder about the BTU of Jet Propellant.

Johnny Z's Sig:

1996 12V CTD Dodge 3500, JAKE E Brake exhaust brake,NV4500 with 5th gear fixed ,air suspension ,KDP KILLED! star wheel maxed ,plate full forward,3" down tube,4" exhaust strait back, no cat,no mufflers. next up gauges, stacks and an Ice Box

just regular JP8...

I've seen guys run JP5, I wouldn't suggest running a complete tank of it. The most I'd go would be 50/50. Also don't get caught, because it will be Fraud, Waste and Abuse, and you can be NJPed for it.

Preacher's Sig:

05 Extended cab GMC 2500HD, DSP5 switch with stock, 70hp, 120hp, 250 hp, and lope, holley blue pump, AFE intake, single stack, Eagle Alloy 18"er's wrapped in 325/60R18 tires.

IIRC, the lubricity of jet fuel is much lower!!
I heard it's a bad idea to use it because it's more of a solvent and will not lubricate like diesel does, thus leading to faster wear.

K50's Sig:

2003 Chevrolet 2500HD Duramax 4x4 extended cab long box. No cat, 56 gallon Titan tank, Bully Dog Tuner installed on Tow mode.
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True North Strong and Free

I think, I should stay away from it?

Yeah, when I was in Iraq they had problems with the JP8 eatin up injection pumps on HMMWV's and duece and halfs. They wouldn't even put it in the newer MRAPs and mine clearing BUFFALOs. I think K50 is right is acts like a solvent and eats up the seals in everything invved with the fueling system.

AF1CUMMINS's Sig:

2001 Dodge 2500 Ext. Cab Long Bed
HO Cummins/ 6spd/ 4X4
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Quadzilla Adrenaline
Air Dog 150/150
AEM Work Horse HD Intake
South Bend DD #3850 pressure plate/ hydraulic upgrade

you could always add a couple of quarts of motor oil (new or used) to increase the lubricity and BTU's of the jet fuel you are putting in your tank.

Desert Dually's Sig:

07 MegaCab SLT 4x4 Dually - 5.9 48RE, Line-X, 2" leveling kit, Safari Off-Road trackbar, Smarty, flares, 315/70-17 Yokohama Geolander's, Powersteps, Tekonsha P-3, Ride-Rites

My owner manual says no JP8 or Jet A. It has to much acetone in it.Eat fuel lines,lift pump.

oldsinner111's Sig:

OM617.951 the last of the bullet proof diesels.

My 01 dodge owners manual said it is safe to use jet a for a short emergency. It is some number 2 diesel mixed with kerosene.

Military jet fuels
Military organisations around the world use a different classification system of JP numbers. Some are almost identical to their civilian counterparts and differ only by the amounts of a few additives; Jet A-1 is similar to JP-8, Jet B is similar to JP-4. Other military fuels are highly specialized products and are developed for very specific applications. JP-5 fuel is fairly common, and was introduced to reduce the risk of fire on aircraft carriers (has a higher flash point - a minimum of 60 °C). Other fuels were specific to one type of aircraft. JP-6 was developed specifically for the XB-70 Valkyrie and JP-7 for the SR-71 Blackbird. Both these fuels were engineered to have a high flash point to better cope with the heat and stresses of high speed supersonic flight. One aircraft-specific jet fuel still in use by the United States Air Force is JPTS, which was developed in 1956 for the Lockheed U-2 spy plane.

Jet fuels are sometimes classified as kerosene or naphtha-type.Kerosene-type fuels include Jet A, Jet A1, JP-5 and JP-8. Naphtha-type jet fuels, sometimes referred to as "wide-cut" jet fuel, include Jet B and JP-4.

Jet fuel is clear to straw colored. The most common fuel is an unleaded/paraffin (kerosene) oil-based fuel classified as Jet A-1 (otherwise known as AVTUR), which is produced to an internationally standardized set of specifications..

The only other jet fuel that is commonly used in civilian turbine engine-powered aviation is called Jet B, a fuel in the naphtha-kerosene region that is used for its enhanced cold-weather performance. However, Jet B's lighter composition makes it more dangerous to handle, and it is thus restricted only to areas where its cold-weather characteristics are absolutely necessary.

Jet fuel is a mixture of a large number of different hydrocarbons, possibly as many as a thousand or more. The range of their sizes (molecular weights or carbon numbers) is restricted by the requirements for the product, for example, freezing point or smoke point. Kerosene-type jet fuel (including Jet A and Jet A-1) has a carbon number distribution between about 8 and 16 carbon numbers; wide-cut or naphtha-type jet fuel (including Jet B), between about 5 and 15 carbon numbers.

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In the oil business.. Conrad & Bischoff Nampa, ID