Diesel Fuel Quality & Storage issues

[amsoilman]

Here are some interesting comments about fuel and long term storage. This info was found on Stavely services Web Site, a company that knows and understands Diesel Fuels and oils.



What You Need To Know About

ULSD, Bio-Diesel and Long Term Fuel Storage

By: David Doyle



Ultralow Sulfur Diesel Fuel

Monitoring of diesel fuel quality in the past few years has become more important then ever with the changes in fuel formulations. With the decrease of sulfur content in modern diesel fuel new challenges have been presented to both suppliers and users. Ultralow sulfur diesel fuel possesses lower lubricating properties (lubricity) without the use of additives from the fuel suppliers. ULSDF also tends to have a lower cetane and energy content. Storage stability of modern fuels may not perform as well as in the past since sulfur tended to act as a natural antioxidant in petroleum products.



The refining process of ULSD to remove the sulfur, can also increase the paraffin wax content, which enables the fuel to retain more dissolved water. This also affects the cold temperature performance of the fuel due to increased temperatures for fuel gelling and filter plugging due to wax crystals.



Diesel-powered engines and vehicles for 2007 and later model year vehicles are designed to operate only with ultralow sulfur diesel fuel. Improper fuel use will reduce the efficiency and durability of engines, permanently damaging many advanced emission control systems, as well as reduce fuel economy.



The changes in fuel formulation and the challenges they present are now affecting locomotive, marine and non-road engines. The change in the maximum sulfur content for fuel has been reduced to 500 ppm in these types of engines. By June 2010, the ULSD fuel standard of 15 ppm sulfur will apply to non-road diesel fuel production.



Bio-Diesel

Bio-diesel is also becoming more common in the market place. To ensure proper quality, consumers should use only biodiesel-ULSD fuel blends that are properly mixed by a qualified biodiesel blender.



Bio-diesel presents its own unique challenges for the end-user. Most engine manufactures require a limit of 5% to 20% maximum blends. Biodiesel reacts poorly with water and has a lower level of tolerance for water contaminations. These fuels are more susceptible to microbial growth problems, especially when water is present. Diesel fuels created from non-petroleum sources have a shorter storage stability life. These fuels do not perform as well as mineral oil refined diesel fuel in cold temperatures and have a higher gelling point. Biodiesel fuels can also contribute to varnishing of fuel systems.



Biodiesel performs comparably to regular diesel, with slightly less energy per gallon when blended into petroleum diesel fuel. However, it does show excellent lubricity.



Long-Term Storage

Cleanliness for diesel fuel, whether it originated from petroleum stock or bio-blends, is always a primary concern, especially for storage conditions and standby power. Dirt and water can plug fuel filters in an engine and cause severe damage to fuel injection system because of the close tolerances within fuel pumps and injectors. Water can cause injector nozzle and pump corrosion, microorganism growth and fuel filter plugging with materials resulting from the corrosion or microbial growth. Common problems occur from water ingestion and/or varnishing of fuel system components. Monitoring of fuel cleanliness, storage stability and integrity of modern fuels has become ever more important over the past few years.

 

[tgordon]

That makes me feel all warm and fuzzy inside about the way diesel fuel is going, NOT#@$%!



What I liked about it was the reliability of it as a fuel compared to gasoline, and now it sounds like they are refining it to the point where it will be about like gasoline. Maybe I am going to an extreme on this, but you understand what I am saying.

 

[Gary - K7GLD]

That makes me feel all warm and fuzzy inside about the way diesel fuel is going, NOT#@$%!



What I liked about it was the reliability of it as a fuel compared to gasoline, and now it sounds like they are refining it to the point where it will be about like gasoline. Maybe I am going to an extreme on this, but you understand what I am saying.

Yeah, I'm "extreme" too, just as you are!



I especially liked THIS tidbit:

Ultralow sulfur diesel fuel possesses lower lubricating properties (lubricity) without the use of additives from the fuel suppliers.

And we've already read about the casual care and attention the fuel delivery guys give to adding the proper additives and amounts to what comes outta the pipeline before delivery...

 

[rweis]

Well, generally the higher and more finely tuned a power source is the higher the probability of failure. Engines are so highly tuned and controlled to generate hp and keep emissions to a specified level the fragility of the engines is rapidly increasing.



I am sooooooo glad I have a 2nd gen. The 1st gen engines can burn just about anything that will flow and care less. The 2nd gen engines still have wide enough operating parameters that they can still function reasonably well with reasonable care given to the fuel source / additives. The 3rd gen less, etc.



I only see engine parameters getting tighter and more restrictive and not in the best interest of the consumer.



I'm going ot put 1,000,000 miles on my 2nd gen. I would rather totally rebuild the cab / frame / running gear than get involved with the "new technology" @ $60k a pop.



Bob Weis

 

[tgordon]

Gary, the petroleum institute standard is lower than what the injection manufacturers recomend is all they are going to add. Any extra would be wasting money on their part since they are meeting their own standard:{ A little like letting the fox watch the hen house IMHO.



RWEIS, the first gen I think would be most susepable to this fuel, as their whole injection pump is lubricated by the fuel, while the second gen would be less as oil also lubes the P7100. I am guessing that the engines it is designed for are will have the least problem as I belive they have a pump to generate pressure, and then the injectors, as appose to a meetering, distribution, and several shafts and other moving parts that need adaquate lube.



I guess I will have to start searching for a place to buy biodiesel here to keep the old rusty but trusty goin.



Troy

 

[Breed]

Do you think we should use a fuel additive in the 2nd Gen trucks (12 Valve)?

 

[rweis]

In tgordon's comment to RWEIS I think he got the gen's reversed.



Injection pumps:



1st gen oil lubed (mechanical type P7100 series pumps)



2nd gen fuel lubed (electronic type VP series pumps)



Bob Weis

 

[tgordon]

No, the first gen is a rotary style mechanical pump, I belive it is the VE, is lubed by the fuel, while the 12v 2nd gen, AKA the P7100 is oil lubed. You are right that the 24v VP is also a rotary fuel lubed pump.



Sorry about the confusion, I sometimes forget that the 2nd gen used two different engines.



Breed, as to your question aobut using additive in the 12v 2nd gen, I personally do it as the fuel does still do some lubricating, but IMHO it is probably not as criticle with the P7100 as it is with the VE and the VP pumps





Troy