Basic Technical Data for Diesel Fuels

The following is a listing of some of the A.S.T.M. [American Society of Testing and Materials] tests that are used to determine the performance of our fuel chemicals. Additionally, other tests and procedures are utilized as our clients and various governments dictate. Explanations and descriptions are presented for common understanding; procedures and standards are available from the Societies.

 

ASTM D-613 CETANE / COMBUSTION TEST This is the test used to measure the cetane number of diesel fuel. Cetane number is a measure of the degree of combustibility of the fuel. The higher the number, the better the degree of combustibility. It is measured using a test engine that closely monitors how the fuel burns. Chemicals can be added to a known cetane fuel and measurements can be made to determine how much the chemicals increase the cetane rating. Higher cetane rated fuels start better, perform better, and have much less pollution, both visible and non-visible.

 

 

ASTM D-1094 WATER TREATMENT TEST This may be the most critical test for fuel. It is because water is a factor in so many problems associated with diesel fuel. Contrary to popular belief, the water present in fuel due to condensation may be minimal. A small amount might, but the majority may be introduced when the fuel is put into the tank. The water comes with the fuel.

Water gets into fuel in numerous ways. It is present in the refining process. It may not be demulsified at the refinery. It is picked up in the pipelines; or "pig buffer zones" are not properly handled. It is introduced through poor handling in tank trucks, fuel storage tanks, or leaking underground tanks. In marine applications sea wash may be a cause. Tank "bottoms" are generally the major problem cause.

WATER - DOES NOT BURN, CANNOT BE MADE TO BURN, CANNOT BE ENCAPSULATED OR RENDERED HARMLESS, CANNOT BE VAPORIZED and MADE HARMLESS, IS CORROSIVE AND CARRIES OXYGEN, and it FREEZES easily. It changes the density of the mixture that is introduced into the engine for combustion, thereby altering ratios. It causes an uneven burning pattern in the cylinders (cellular cooling) by cooling some of the fuel below the ignition point. This unburned or partially burned fuel passes out the exhaust and is pollution. Unburned fuel robs the engine of B.T.U.'s, and the deposit formations are extremely harmful to the engine. Water also acts as a host to bacterial formation at the site where the water molecule interfaces with a fuel molecule.

DISPERSE IT ? DON'T ! Some people would have you think that this gets rid of water. From what and to where? Dispersing the water distributes it throughout the fuel and sends it to the very place you don't want it; the engine. It fights against the demulsifiers the refiners add to the fuel, nullifying them. It tries to carry the water through the filters and coalescers / water separators, thus defeating the very purpose they were designed for; it tries to disperse all matter in the fuel trying to carry this particulate through the filters; it works AGAINST filters that are trying to remove the foreign matter and it spreads the water around for some nice sites for the bacteria to attach to. Some are excellent film formers to help injector fouling. Water, when reacted with some forms of sulfur, forms H2SO4; Sulfuric Acid.

DO Separate the water from the fuel. It's easier and much cheaper to replace or drain filters than replace or overhaul engines and injectors.

 

 

 

ASTM D-2274 & EMD Diesel Fuel Stability Test - These tests are used to determine the amount of oxidation, or predict the age stability of the fuel. As a fuel gets older or is exposed to higher temperatures or fuel system by-passing, it degrades and the quality decreases. At first it gets darker, then forms varnish components and particulate. This particulate and sludge (sometimes a result of the refining process) will corrode equipment, restrict and plug filters, foul injectors and valve openings, and create adverse byproducts.

These tests are conducted in such a way as to correlate their results as reflected in storage for a two (2) year period, without noticeable degradation on fuel quality. One test is capped under pressurized air at elevated temperature, the other with oxygen at elevated sustained temperatures.

Foreign matter, the presence of water, refinery sludge and residual metals; all affect fuel stability. Diesel fuel must be treated with additional chemicals to treat all problem phases, not just with adding fuel stability chemicals to the fuel. This problem is very serious for military and marine operations where equipment is not used daily. Once fuel has aged the phenomena is irreversible, except through re-refining. Refinery Research Corporation treats all problem phases of the fuel.

 

 

 

ASTM D-5001 LUBRICATION TEST This is the Ball On Cylinder Lubrication Evaluator test, often referred to as the B.O.C.L.E. test. It is designed to evaluate the effectiveness of lubricants in the reduction of friction scarring. This is very important in view of the new reformulated and low sulfur fuels. Sulfur by itself acted as a lubricant. Years ago, sulfur formulated chemicals were used as lubricants for jet fuels. Our company utilizes the newest generation of non-sulfur,  jet fuel lubricants in diesel fuel packages.

The newer fuels are comprised of components that have less lubricity than previous fuels. It is now common, even necessary, to add lubricants to prevent injector and pump drives from deteriorating. Care must be taken so that these lubricants are not detrimental film formers which foul injectors and nozzles, but still lubricate the upper cylinder components such as hardened valve seats and friction interfaces throughout the engine and fuel system.

 

 

 

ASTM D-665-60-A and NACE TM 01-72-86 CORROSION These test the effectiveness of corrosion inhibitors in diesel fuel. One test is conducted utilizing synthetic sea water and the other test uses distilled water being added to the standard fuels. Spindles are visually inspected to determine rust and corrosion and then graded.

Notice should be taken to be aware that not just water is responsible for corrosion. The presence of metals left over from the crude source after refining, aromatics, other oxygen bearing components, and foreign matter, all have a bearing on the final product.

 

ASTM D-97 COLD WEATHER FLOWABILITY The test used for diesel fuel to determine how the fuel flows at extremely cold temperatures. Fuel flow may be affected at temperatures as high as 15°F (-10°C). As fuel is cooled it will become cloudy, forming a white cloud visible to the eye. As fuel cools more, usually about 4°F, wax needle crystals will begin to form. Large crystals will plug the filters and the engines will starve (and quit) because of lack of fuel.

Diesel and Gasoil type fuels do not "gel" . These fuels form needle crystal structures varying in length, which restrict flow, usually at the filters. The objective is to inhibit the development of these structures so they will not restrict fuel flow. Restriction of less than 3 microns is usually acceptable and ether solvents are not recommended because the flash is affected, with loss of horsepower and damage to equipment. The desired result is usually achieved through advanced polymer chemistry; restricting the development of wax.

NOTE: Because our chemicals contain high concentrations of polymers (above 40% polymers), Arctic Plus, AP-1000 should be above 35°F [3°C] before adding to the fuel.

 

The tests presented are a very small sampling of the types of testing which our fuel chemicals are subjected to before they are presented to market. This testing is continual, and additional tests are utilized for determining other benefits. Seven (7) year chemical efficacy storage testing, various engine manufacturer tests, military specification testing (where applicable), pollution reduction testing, fuel mileage testing, refining company developed tests, and foreign and domestic government testing requirements are but a sampling. Our objective is to use certified tests; therefore, independent certified testing laboratories around the world can verify and confirm results. Not all fuels are created equally!

 

Will AmFleet® or Refinery Research Corp.'s Additives

Affect or Void my Warranty?

All raw materials incorporated into our Fuel Additive packages have been registered as fuel and fuel additive components previous to 1990, as have all final formulations. All packages have been re-registered as of 1996/1997 and are current.

Our chemicals are manufactured, with formulations declared, as to current law.

Engine warranties will not be affected in any way with the use of properly registered fuel and fuel additives, when used under recommended dosage and for use indicated. Special applications and use parameters may apply. Please check with engine manufacturer's recommendation.

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