Some fuel additives contain chemicals that can damage the catalytic converter and/or oxygen sensor. Read all of the labels carefully before using any additive in the engine or fuel system.
All vehicles covered by this repair guide are designed to run on unleaded fuel. The use of a leaded fuel in a truck requiring unleaded fuel will plug the catalytic converter and render it inoperative. It will also increase exhaust backpressure to the point where engine output will be severely reduced. The minimum octane rating of the unleaded fuel being used must be at least 87, which usually means regular unleaded, but some high performance engines may require higher ratings. Fuel should be selected for the brand and octane which performs best with your engine. Judge a gasoline by its ability to prevent pinging, it's engine starting capabilities (cold and hot) and general all weather performance.
As far as the octane rating is concerned, refer to the general engine specifications chart in Engine & Engine Overhaul of this information to find your engine and its compression ratio. If the compression ratio is 9.0:1 or lower, in most cases a regular unleaded grade of gasoline can be used. If the compression ratio is 9.0:1-9.3:1, use a premium grade of unleaded fuel.
The use of a fuel too low in octane (a measurement of anti-knock quality) will result in spark knock. Since many factors such as altitude, terrain, air temperature and humidity affect operating efficiency, knocking may result even though the recommended fuel is being used. If persistent knocking occurs, it may be necessary to switch to a higher grade of fuel. Continuous or heavy knocking may result in engine damage.
Your engine's fuel requirement can change with time, mainly due to carbon buildup, which will in turn change the compression ratio. If your engine pings, knocks, or diesels (runs with the ignition OFF) switch to a higher grade of fuel. Sometimes just changing brands will cure the problem. If it becomes necessary to retard the timing from the specifications, don't change it more than a few degrees. Retarded timing will reduce power output and fuel mileage, in addition to making the engine run hotter.
Fuel makers produce two grades of diesel fuel (No. 1 and No. 2) for use in automotive diesel engines. Generally speaking, No. 2 fuel is recommended over No. 1 for driving in temperature above 20°F (-7°C). In fact, in many areas, No. 2 diesel is the only fuel available. By comparison, No. 2 diesel fuel is less volatile than No. 1 fuel, and gives better fuel economy. No. 2 fuel is also a better injection pump lubricant.
Two important characteristics of diesel fuel are its cetane number and its viscosity. The cetane number of a diesel fuel refers to the ease with which a diesel fuel ignites. High cetane numbers mean that the fuel will ignite with relative ease or that it ignites well at low temperatures. Naturally, the lower the cetane number, the higher the temperature must be to ignite the fuel. Most commercial fuels have cetane numbers that range from 35 to 65. No. 1 diesel fuel generally has a higher cetane rating than No. 2 fuel.
Viscosity is the ability of a liquid, in this case diesel fuel, to flow. Using straight No. 2 diesel fuel below 20°F (-7°C) can cause problems, because this fuel tends to become cloudy, meaning wax crystals begin forming in the fuel (20°F is often called the cloud point for No. 2 fuel). In extreme cold weather, No. 2 fuel can stop flowing altogether. In either case, fuel flow is restricted, which can result in a no start condition or poor engine performance. Fuel manufacturers often winterize No. 2 diesel fuel by using various fuel additives and blends (No. 1 diesel fuel, kerosene, etc.) to lower its winter time viscosity. Generally speaking, though, No. 1 diesel fuel is more satisfactory in extremely cold weather. Depending on local climate, most fuel manufacturers make winterized No. 2 fuel available seasonally.
Many truck manufacturers publish pamphlets giving the locations of diesel fuel stations nationwide. Contact the local dealer for information.
No. 1 and No. 2 diesel fuels will mix and burn with no ill effects, although the engine manufacturers will undoubtedly recommend one or the other. Consult the owner's manual for information.
While in some cases, home heating oil refinement levels equal those of diesel fuel, many times they are far below diesel engine requirements. The result of using dirty home heating oil will usually be a clogged fuel system, in which case the entire system may have to be dismantled and cleaned.
See Figure 1
The Society of Automotive Engineers (SAE) grade number indicates the viscosity of the engine oil and thus its ability to lubricate at a given temperature. The lower the SAE grade number, the lighter the oil; the lower the viscosity, the easier it is to crank the engine in cold weather. Oil viscosities should be chosen from those oils recommended for the lowest anticipated temperatures during the oil change interval. With the proper viscosity, you will be assured of easy cold starting and sufficient engine protection.
Multi-viscosity oils (5W-30, 10W-30 etc.) offer the important advantage of being adaptable to temperature extremes. They allow easy starting at low temperatures, yet they give good protection at high speeds and engine temperatures. This is a decided advantage in changeable climates or in long distance driving.
The American Petroleum Institute (API) designation indicates the classification of engine oil used under certain given operating conditions. Only oils designated for use Service SH, or latest superceding oil grade, should be used. Oils of the SH type perform a variety of functions inside the engine in addition to their basic function as a lubricant. Through a balanced system of metallic detergents and polymeric dispersants, the oil prevents the formation of high and low temperature deposits and also keeps sludge and particles of dirt in suspension. Acids, particularly sulfuric acid, as well as other byproducts of combustion, are neutralized. Both the SAE grade number and the API designation can be found on the side of the oil bottle.Synthetic Oil
There are excellent synthetic and fuel-efficient oils available that, under the right circumstances, can help provide better fuel mileage and better engine protection. However, these advantages come at a price, which can be significantly more than the price per quart of conventional motor oils.
Before pouring any synthetic oils into your truck's engine, you should consider the condition of the engine and the type of driving you do. It is also wise to check the vehicle manufacturer's position on synthetic oils.
Generally, it is best to avoid the use of synthetic oil in both brand new and older, high mileage engines. New engines require a proper break-in, and the synthetics are so slippery that they can impede this; most manufacturers recommend that you wait at least 5,000 miles before switching to a synthetic oil. Conversely, older engines are looser and tend to lose more oil; synthetics will slip past worn parts more readily than regular oil. If your truck already leaks oil (due to worn parts or bad seals/gaskets), it may leak more with a synthetic inside.
Consider your type of driving. If most of your accumulated mileage is on the highway at higher, steadier speed, a synthetic oil will reduce friction and probably help deliver better fuel mileage. Under such ideal highway conditions, the oil change interval can be extended, as long as the oil filter can operate effectively for the extended life of the oil. If the filter can't do its job for this extended period, dirt and sludge will build up in your engine's crankcase, sump, oil pump and lines, no matter what type of oil is used. If using synthetic oil in this manner, you should continue to change the oil filter at the recommended intervals.
Cars used under harder, stop-and-go, short hop circumstances should always be serviced more frequently, and for these cars synthetic oil may not be a wise investment. Because of the necessary shorter change interval needed for this type of driving, you cannot take advantage of the long recommended change interval of most synthetic oils.