Diesel Fuels changing for the future

[Black02Silverado]

Diesel Fuel Changing to Meet New Standards

 

Diesel Engine technology is rapidly evolving to meet new emissions standards set by the U.S. Environmental Protection Agency that will go into effect in 2006. Substantial reductions in particulate matter and nitrogen oxides are required of newer engines, resulting in the use of exhaust aftertreatment devices. These devices are easily poisoned by sulfur so the pressure is on to further reduce the level of sulfur in diesel fuels.

The EPA has proposed a cap of 15 parts per million (ppm) of sulfur in diesel fuel beginning in 2006. Currently the level is 500 ppm. This has led to a new class of ultra-low-sulfur diesel fuels (ULSD) with levels of 50 ppm sulfur or lower.

 

New emission standards for heavy-duty truck and bus engines begin with the model year 3004 and reflect the provisions of the Statement of Principles (SOP) signed in 1995 by the EPA, The California Air Resources Board (CARB) and the manufacturers of heavy-duty diesel engines. The goal was to reduce nitrogen oxide (NOx) emission levels from highway heavy-duty engines to approximately 2 grams per brake horsepower per hour beginning in 2004.

 

Further, in May 2000, EPA announced proposed emission standards for model year 2007 and later heavy-duty highway engines to regulate diesel fuel and to create emissions standards.

 

The ultr-low-sulfur diesel fuel has been proposed as a “technology enabler” to pave the way for advanced, sulfur-intolerant exhaust emission control technologies such as diesel particulate filters and De-Nox catalysts, which will be necessary to meet the 2007 emission standards.

 

To get the ultra-low-sulfur levels, refines perform additional hydroprocessing and higher-severity hydrotreating. While these processes reduce sulfur levels, they also affect other fuel properties. These fuels lose the natural lubricity provided by some of the polar compounds present naturally in the fuel. Low-lubricity fuels can result in premature wear and failure of fuel system components.

 

Additionally, severely hydrotreated fuels can suffer from loss of natural antioxidants that help prevent the fuel from forming gums and sludges. A fuel’s antioxidation properties are especially important in today’s fuel systems, where the fuel is exposed to high temperatures. The ultra-low-sulfur fuels also can be more corrosive than conventional fuels, requiring corrosion-inhibiting additives. These fuels also can have very low electrical conductivity, causing a safety concern with components such as high-velocity pumps, where fuel can be exposed to significant static electrical charges.

 

Because of these challenges, some new diesel fuel blending options are being introduced. Gas to liquid (GTL) technology yields diesel blend stocks from stranded gas reserves that might not otherwise make it to market. GTL diesel fuels are desirable blending components because they have the very low sulfur levels as well as high cetane numbers.

 

A major percentage of all problems with diesel engines are related to fuel quality, according to Wards Auto World, an e-magazine that offers consumers free auto advice on the Internet.

 

Diesel fuel can vary from one shipment to another and from one area to another. Changing vendors or changes suppliers sometimes make to the fuel they sell also bring different qualities of diesel fuel to the market.

 

Three important components that vary the most in diesel fuel are cetane, weight and viscosity.

 

Cetane defines the susceptibility of the fuel to self-ignite. Acceptable cetane levels are between 40 and 45, but few fuel distributors advertise this since each batch may be different. Cetane influences both starting and combustion roughness on an engine. High altitudes and low temperatures call for a greater cetane number of the fuel.

 

The weight of the fuel or its gravity plays a role in the heat content of the fuel. Number one is a “lighter” grade and number two is “heavier,” or weighs more per gallon. Number one provides better starting in cold temperatures, but number two has better lubricating qualities and contains more heat units (BTUs) per volume.

 

The number one fuel is less dense so it becomes thinner when heated than the number two fuel. As the fuel temperature continues to rise, fuel begins to leak through the high-pressure parts of the injection pump causing it to pump less fuel, and that leakage results in a power loss of between one percent and seven percent.

 

Diesel fuel treatments increase fuel quality and extend the lives of engines.  

 

Diesel Fuel Modifiers treat and clean the fuel system of automotive and light truck diesel engines to improve overall vehicle performance.

 

Cetane Boost Additive improves ignition quality and low-temp starting, reduces cranking time, emissions and smoke, provides smoother, quieter operation, increases efficiency.

 

The Diesel Fuel Additive Concentrate improves fuel economy, extends injector life, increases fuel stability, reduces emissions, improves cold fuel flow and cold startability and controls injector wear in heavy duty applications.

[BlackSilver]

The only way to e sure of fuel quality is to treat it with fuel additives.

 

Diesel Fuel Modifiers treat and clean the fuel system of automotive and light truck diesel engines to improve overall vehicle performance.

 

Cetane Boost Additive improves ignition quality and low-temp starting, reduces cranking time, emissions and smoke, provides smoother, quieter operation, increases efficiency.

 

The Diesel Fuel Additive Concentrate improves fuel economy, extends injector life, increases fuel stability, reduces emissions, improves cold fuel flow and cold startability and controls injector wear in heavy duty applications.

Sorry, Mr Amsoil Dealer, but that is pure marketing bull$h!t.

 

Go sell your additives somewhere else.      

[t-76y2kss]

Black silver couldnt have said it better myself.I put 300,000 miles on 3 different diesel trucks and have never put 1 bottle of additives in the tank.Regular fuel filter changes and fuel purchases from high volume stations is all that is necessary for long happy engine life.

[steppetoe]

Luckily the post says the new standards don't come into effect until model year 3004 so I don't think you diesel folks have to be too concerned:)

[Frank S]

What can I add to this that hasn't already been said......

 

Between my family's personal vehicles and those that are in the business we have we 've been running Amsoil products for a little over 7 years (we keep log books) and we have never had a mechanical failure of any kind due to the products we use.I'm not sure if we use the exact addiditive that 02 describes but with all the different types of vehicles we own we have used pretty much all of them and to say we are 100% satisfied would be an understatement.I've even paid for a few of my ZR2 friends to convert over and try it and they have come back to me for future fluid changes out of satisfaction.

 

I am in no way telling anyone they are wrong here because everyone who services their own vehicle has their own nice little magical ways of doing so but if you've never tried the products and followed the exact guidelines then don't knock it.Some people add stuff like Slick 50 or STP to their oil and to me that is absurd because it takes X weight of oil and changes it to Y weight.IMO you'd be better off going to a different weight to begin with but that's just my opinion and nothing more and you will never hear me criticize anyone for adding whatever they want to any of their fluids.

 

Now,I have personally seen a 1997 F250 PSD with the same oil in it for just over 70,000 miles with a dual bypass filtration system on it with recommended filter changes and topoffs test flawlessly at an independant lab (Exxon Mount Belview,East Texas) and it was drained solely for the reason that the mentioned truck has a slight oil leak from the rear main area (which there is no actual rear main seal from the factory) which caused the oil to be drained for repair purposes.

 

Personally I believe in Amsoil products.If you don't that's fine but don't give 02 trouble for putting forth facts that are advertized to him because he is only trying to get the word out on what he believes is a good method to follow.

[k1500chevy97]

The only way to e sure of fuel quality is to treat it with fuel additives.

 

Diesel Fuel Modifiers treat and clean the fuel system of automotive and light truck diesel engines to improve overall vehicle performance.

 

Cetane Boost Additive improves ignition quality and low-temp starting, reduces cranking time, emissions and smoke, provides smoother, quieter operation, increases efficiency.

 

The Diesel Fuel Additive Concentrate improves fuel economy, extends injector life, increases fuel stability, reduces emissions, improves cold fuel flow and cold startability and controls injector wear in heavy duty applications.

Sorry, Mr Amsoil Dealer, but that is pure marketing bull$h!t.

 

Go sell your additives somewhere else.      

Black02Silverado pays to use this site for advertising ......

Look over to the left of the screen .... see that AMSOIL clickable link there ?

BTW we do run additives in our diesel engines out here we get in in a case of 12 quarts for 70 dollars the name of it is Diesel Kleen I believe