Engine/Transmission (1998.5 - 2002) Fuel Question

[Bobalos]

I was not sure where to post this, hopefuly this is appropriate. I did a search in a few different forums, but came up with nothing on this.



Anywho, I talked with my buddy that works @ the local auto store & he said that one of his "desiel mechanic" customers, was in there a few minutes ago, buying all the "fuel system lube" he could get his hands on. He said that

""they" took the lubricants out of desiel fuel & there are a lot of folks having injector pumps dieing. and that there are some lawsuits going on about this issue as well".

Mind you Im in Kalifornia, & this is something that Im getting maybe 10th hand. any info would be appreciated.



thanks folks

Bob

 

[RustyJC]

From Chevron's website:

How will diesel fuel properties, other than sulfur, change with S15 (ULSD)?



There are several diesel fuel properties other than sulfur that will change as a result of moving to S15 (ULSD).



Lubricity:



Lubricity is a measure of the fuel's ability to lubricate and protect the various parts of the engine's fuel injection system from wear. The processing required to reduce sulfur to 15 ppm also removes naturally-occurring lubricity agents in diesel fuel. To manage this change the American Society for Testing and Materials (ASTM) adopted the lubricity specification defined in ASTM D975 for all diesel fuels and this standard went into effect January 1, 2005.

The D975 specification is based on the High Frequency Reciprocating Rig (HFRR) test (D 6079) and requires a wear scar no larger than 520 microns.



Energy Content:



In general, the processing required to reduce sulfur to 15 ppm also reduces the aromatics content and density of diesel fuel, resulting in a reduction in energy content (BTU/gal).

The expected reduction in energy content is on the order of 1% and may affect fuel mileage.



Cetane Number:



In general, the processing required to reduce sulfur to 15ppm also reduces the aromatics content resulting in an increase to the cetane number.

Rusty

 

[Mr. C]

Mix in a little biodiesel, it has excellent luberisity (sp?) and you can feel like you are helping the environment at the same time

 

[ryecreek]

Is this crap to keep smoke (black)down???

cause it don't

saw it today and said 07 diesels can't use it whare do they get fuel?

 

[Mr. C]

Buy some stock in fuel injection pump rebuilders, they are gonna get real busy when they strip what little lube is left in the fuel by switching to ultra low sulfer diesel.

 

[Bobalos]

So Rusty, what the heck does that mean? it kind of looks to me like they took some of the sulfur out which reduced lubricity. SO, to be true to big company bylaws, that means that they had to make up some kind of a measurement principle (the lubricity test). BUT it does not say whether or not, the fuel being @ some lubricity is gonna hurt parts.



So, I guess Im still confused. should I be concerned that there is not enough lubricity in todays desiel that its gonna hurt something?



thanks guys.



Bob

From Chevron's website:







Rusty

 

[Bobalos]

From Chevrons web site

Two laboratory lubricity tests have recently been standardized by ASTM: the Scuffing Load Ball-On-Cylinder Lubricity Evaluator method (SLBOCLE)3 and the High-Frequency Reciprocating Rig method (HFRR). 4 These tests are relatively quick, inexpensive, and easy to perform.



A lot of work has been done in the past few years to correlate these laboratory tests with field performance. Some SLBOCLE studies indicate that fuels with values below 2,000 g usually will cause accelerated wear in rotary-type fuel injection pumps, and fuels with values above 2,800 g usually will perform satisfactorily. It should be noted that the SLBOCLE test can indicate that fuels treated with an effective lubricity additive have poor lubricity, while the more accurate fuel injection equipment bench test rates them acceptable.



Some HFRR studies indicate that fuels with up to 450-micron wear scar diameters at 60°C (380-micron at 25°C) will perform satisfactorily in all fuel injection equipment. However, other studies show that some fuels and fuel/additive combinations with values above this level still do not cause excessive wear.

Also from Chevrons web site

Does low sulfur diesel fuel have enough lubricity?

Yes. Even though the process used to lower the sulfur in diesel can also remove some of the components that give the fuel its lubricity, reputable refiners monitor this property and use an additive, as needed, to raise the lubricity to an acceptable level.

Bob

 

[RustyJC]

So Rusty, what the heck does that mean?

Bob,



I think the jury's still out on the lubricity question. Although I haven't been a big fuel additive advocate in the past, I'll probably start using some when ULSD shows up.



Rusty

 

[Bobalos]

Right on Rusty. thanks.



Anyone here work @ Dodge (or Cheby or Furd for that matter), that has seen more/less/same number of injection pump failures, since January?



Bob

 

[steved]

Right on Rusty. thanks.



Anyone here work @ Dodge (or Cheby or Furd for that matter), that has seen more/less/same number of injection pump failures, since January?



Bob

I didn't think the ULSD was to be implemented until 9/1/06??



While some places already have ULSD, the majority of them don't (or at least it isn't marked).



And even though there is a "base" lubrication standard set on ULSD, what is that base?? Is it LSD? Is it real diesel (non-LSD)?? Or is it some number they found that achieved the magical "520 micron wear scar"... which sounds pretty friggin big to me??



I think there is a lot of unanswered questions yet... and we are still in the dark.



steved

 

[rweis]

If it feels good, use it. However, I tend to err on the side of use it (SPF).



Bob Weis

 

[Bobalos]

more info:

On June 1, 2006, at least 80 percent of the on-road fuel being produced by refiners will

be ULSD, diesel that contains no more than 15-ppm sulfur. The remainder of the on-road

diesel fuel produced will be the same fuel that is produced today for on-road use, which

has a maximum of 500-ppm.

For petroleum marketers, the rule will be effective by October 15, 2006. By that

date, marketers who supply or sell diesel at retail, or to fleets or other end-users, must

identify the fuel they are selling. If it is sold at retail, dispensers must be labeled

reflecting which fuel is being sold. Also, product transfer documents must indicate

which fuel is being sold and delivered to marketers’ customers.

Marketers may sell EITHER 15-ppm ULSD or 500-ppm fuel, or they may sell BOTH at

their retail locations. If they choose to do so, they may continue to sell 500-ppm low

sulfur diesel for highway use until October 1, 2010. There is no requirement that

marketers offer both grades of fuel. In many areas of the country, the decision of what

marketers sell will be driven by what is available. Marketers should begin checking with

their terminals to determine what fuels will be handled.

2

In June, 2010, all on-road fuel produced by refiners will be 15-ppm, and by October 1,

2010,all on-road fuel at retail must be 15-ppm.

Can 15-ppm fuel be used in any diesel engine?

Yes, it can. ULSD was created primarily to work in concert with new diesel engine

emissions specifications, which are going into effect in the 2007-model year vehicles.

However, the fuel can be used in any diesel vehicle. However, 500-ppm diesel cannot be

used in 2007 and later vehicles. For that reason, marketers must take care to comply with

EPA pump labeling requirements, which are included in this document.

What happens if a driver of a new vehicle (2007 or later) misfuels with 500-ppm?

The emissions of the vehicle will not meet EPA requirements. Repeated misfuelings

could result in damage to the emissions equipment and could result in problems with

some of the filters used in the emissions system. At this time, there has not been

adequate testing to determine the extent of issues that could occur as a result of

misfueling, but engine manufacturers have indicated that evidence of misfueling could

result in warranties not being honored. End-users who intentionally misfuel are subject

to civil penalties.

The rule allows fuels to be "downgraded. " What does that mean?

When a diesel fuel is downgraded, that would mean that the 15-ppm fuel would be sold

as 500-ppm fuel. If a retailer sells both grades of diesel fuel at a retail location, he may

downgrade an unlimited quantity of fuel. However, if a retailer only sells 15-ppm fuel, he

is limited to downgrading only 20 percent of his fuel annually. If he sells only 500-ppm,

he may not downgrade.

How would a retailer downgrade?

As an example, if a retailer sells only 15-ppm fuel, but is worried about potential

contamination and decided to change the designation to 500-ppm, this would be

considered a downgrade. When fuel is downgraded, the retailer must change the label

on the tank and note the change on the Product Transfer Document. Marketers and/or

retailers should set up some type of internal system to document and track these

downgrades since retailers who sell only one type of fuel are limited to downgrading 20

percent of the fuel annually, as described above.

Only the party who has custody or title to the fuel may downgrade. Downgrading

provisions are only in effect until May 31, 2010.

The same downgrading rules apply to sales to wholesale purchaser-consumers, such as

fleets.

Why are there limitations to the amount of fuel that can be downgraded?

EPA’s goal with the diesel sulfur rule was to ensure that ULSD is widely available. If

unlimited amounts of fuel were downgraded to 500-ppm, drivers of vehicles with 2007

(and later year) engines would have difficulty finding the required 15-ppm fuel.

3

Are there record keeping requirements?

Yes. Product transfer documents (PTD), which are commonly referred to as invoices or

bills of lading, must be maintained by all parties in the distribution chain for 5 years.

PTDs are required each time fuel is transferred throughout the distribution chain, except

for when fuel is dispensed into motor vehicles at a retail location or wholesale purchaserconsumer

facility. PTDs must provide specific information including:

· The name and address of the transferor and transferee;

· The volume of the diesel being transferred;

· The designation of the fuel (i. e. for use in motor vehicles; nonroad equipment;

locomotive, marine equipment; as appropriate);

· The sulfur content of the fuel.

Are there special handling procedures required for ULSD?

Common carriers and petroleum marketers that haul their own product must take care to

avoid contamination. Petroleum marketers who contract with common carriers should

inquire about their carriers’ fuel handling procedures. Additionally, marketers who haul

their own product should make sure that they sequence products to minimize

contamination. PMAA has already heard reports that in some areas, terminals have

advised their customers that they would like trucks to be cleaned prior to loading or for

compartments to be dedicated to ULSD. PMAA is currently participating in a broad

petroleum industry task force that is developing some recommended practices for truck

loading and product sequencing. That information will be available shortly. PMAA will

release this information, along with detailed information on quality assurance programs,

as soon as it is finalized.

When do the non-road low sulfur requirements kick in?

The non-road ULSD rules are effective in 2007. Beginning June 1, 2007, the refiners will

begin producing most non-road fuel at 500-ppm, and by 2010, most non-road fuel will be

be ultra low sulfur diesel, 15-ppm. However, during the transition period from 2007 to

2010, both 500-ppm and some high sulfur diesel (greater than 500-ppm) will be produced

and sold as non-road. Because of this flexibility during these transition years, EPA will

not enforce the downstream standard. However, by October 1, 2010, all non-road diesel

fuel at retail sites, bulk plants and end user tanks must meet at a minimum the 500-ppm

standard. High sulfur diesel (greater than 500-ppm) may no longer exist in the fuel

distribution system after October 1, 2010, with the exception of some locomotive and

marine fuel. PMAA will provide more detailed information on the non-road rule as the

implementation date gets closer.

What are the fuel dispenser labeling requirements?

The following labels are required for compliance with the ULSD highway rule. Labels

should be posted in a conspicuous place on the dispenser, with legible block letters in a

color that contrasts with the background color. Also, EPA recommends a 36-point bold

font.

4

· HIGHWAY FUEL PUMP LABELS

For pumps dispensing 15-ppm highway diesel, the following label is required from

June 1, 2006-May 31, 2010:

ULTRA LOW SULFUR DIESEL FUEL (15-ppm Sulfur Maximum)

Required for use in all model year 2007 and later highway diesel vehicles and

engines.

Recommended for use in all diesel vehicles and engines.

For pumps dispensing 500-ppm diesel highway fuel, beginning June 1, 2006, labels

should read as follows:

LOW-SULFUR HIGHWAY DIESEL FUEL

(500-ppm Sulfur Maximum)

WARNING

Federal law prohibits use in model year 2007 and later vehicles and engines. Its

use may damage these vehicles and engines.

This label may no longer be posted after September 30, 2010 as dispensing 500-ppm

diesel will be prohibited at that time.

· OFF-ROAD PUMP LABELS

The label on pumps dispensing off-road diesel fuel that does not meet motor vehicle fuel

standards is required from June 1, 2006 until May 31, 2007 and should read as follows:

NON-HIGHWAY DIESEL FUEL (May exceed 500-ppm Sulfur)

WARNING

Federal Law prohibits use in any highway vehicle or engine.

Its use may damage these vehicles and engines.

Bob