JP-8 and diesel is not exactly the same thing it contain diffrent additives, JP-8 is a low lubricity fuel in comparison to commercial DF-2. The aromatic content of JP-8 is lower than DF-2 which is an indirect indicator of lubricity differences between these two fuels.The JP-8 spec allows for up to 3000ppm sulfur (versus 15ppm for on-road diesel fuel). JP-8 is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and anti-icing additives. I would not put JP-8 in you truck.

 

@Nadir:
Tribology? What does have surface based knowledge and wear of surfaces, gelling and clouding have in common? Nothing...

If you aim in direction wear, I would say yes.
No, I'm neither a chemist nor a tribologist, but I've seen different methods to work around the problem that occur with B100.
There are people finding solutions, that are already one step ahead from the pack.
Obviously they are not located in the US.

Over here nearly every gasstation has also a pump with B100- no big deal at all.


Yes, there is life behind the horizon...

 

make you a tank and heat it with your coolant lines. you can run bio all year long. i know a guy that runs pure veggy oil like this. b 100 is alot better.

 

I think that I may just have to experiment with diferent winter fuel additives mixed into the B100 and at diffrent ratios. My end goal is to be able to use as high a percent of biodiesel as possible with out worrying about it gelling up and clogging my fuel filters. I already read here somewhere that #1 diesel isn't a good mix for biodiesel because wax starts to precipitate out of it way before the cloud point. Those chunks of wax can clog your filter just as easy as gelled fuel. I wonder if the B100 would react to the JP8 similarly and cause wax to form early?

 

It will kill your IP in fairly short order even with the added lubricity from the biodiesel.

 

Gelling is the colloquial term for wax crystal formation. Common term for the same thing. That's what is happening when #2 or any petroleum-based fuel reaches the low temperature cloud point.
And you know this from the extensive experimentation you've accomplished on your own equipment or equipment you work on, your tribologic/chemist background or by working as a mechanical engineer for Bosch in the injection pump development dept.? Some other qualification? Just exactly why will this happen? Please explain with facts and references.

 

I'm fully aware that my running anything other than #2 diesel in my truck puts me at risk of ruining my VP44, injectors, or even the engine - and that I take that risk on my own and can only blame myself if things go wrong. That doesn't change the fact that my truck wasn't designed to run ULSD, or that Cummins approves of adding your used engine oil in your fuel tank in small quantities. I think the trucks made before 2003 (before the common rail injection system) operate on a relatively simple mechanical injection process that isn't too particular about what type of oil it injects.

Less lubrication shortens the life of the VP44 - I get that. But how much JP-8 has to get mixed into B100 to bring that lubricity down to the level of ULSD? I don't think a small amount (1 oz per gallon) can do that. Look at some of the things you can buy at any gas station that lower the cloud point of diesel by mixing in naphtha, isopropyl alcohol, and other solvents - and that's added to ULSD. How risky is that?

Nadirpoint,
I remember reading somewhere that mixing B100 with #1 diesel (50/50) caused wax crystals to fall out of suspension at a much higher temperature than the actual cloud point of the liquid, but had no such effect on a mix with #2 and B100. I think that's why I think they are different, even though they generally happen at the same time. That's why the states that have implemented mandatory 5% or 10% bio diesel blends at all pumps have had to relax those standards for the winter. The available winterized blend may have a bit more #1 in it in the winter causing that bio diesel precipitation of wax.

I'd like to know more about heating the fuel and being able to run B100 year round. That is, after all, what I'm trying to get to. Anyone have a link to a "how to" for setting up a truck like that?

 

I understand your worries. But I also don't understand the worry and the need for a super cheap solution.

The problem you will experience is that the coolant has to heated up before it can transfer heat.

the two tank solution:

Starting with pure Diesel to ensure a safe start and switching over to B100 after engine heat up.
To ensure a safe running engine you can add a coolant/ B100 heat exchanger.
Done like that in many many forums in europe.

You need something like that made of alloy- there are also stainless heat exchangers available, but they have a less efficient heat transfer.

 

That seems to be a safe and probably very reliable option with out risking my VP 44. Do you have any opinions on where to buy one? I think I could run it in line behind the block heater and have warm fuel instantly upon start up, then all i need is a heated second fuel tank and some kind of switch. i bet i could find a switch for fuel lines in a junk yard in a truck that has multiple fuel tanks. (old fords)

 

has anyone ever heard of filtering straight crude oil out of the well and running that in a diesel engine. ive heard some of the old oilguys talk about doin that on older equipment with bosch injection systems on them. just was wonderin