Basic Diesel Fuel and Fuel Analysis

Mark Mathys Butler Machinery Company

Caterpillar and Cat Are Trademarks of Caterpillar Inc
1998 Mark Mathys & Butler Machinery Company

Overview
Fuel System Types Fuel Classification Fuel Properties and Tests Contamination Diesel Additives Fuel Testing

Fuel System Types

Direct Injection (DI)
Fuel injected directly in combustion chamber Mixing achieved by using a multi-hole nozzle and or by causing the intake air to swirl High injection pressures (2,000-30,000 psi) required for fine atomization Generally uses less fuel than PC engine

Direct Injection

Fuel System Types

Precombustion Chamber (PC)
Fuel injected into a precombustion chamber Mixing is achieved by spraying fuel into the turbulent air (generally a single-hole nozzle) Low injection pressures (1,500-5,000 psi) Less sensitive to the degree of fuel atomization Less sensitive to fuel quality Lower fuel economy

Precombustion Chamber

Fuel Selection
Classification Fuel Properties

Classification No. 1-D

Volatile fuels from kerosene to the intermediate distillates Use in high-speed engines involving frequent and wide variations in speeds and loads For use in low ambient temperatures Was designed to meet for Detroit Diesel Series 71 engines in city bus service

Classification No. 2-D

Distillate gas oils of lower volatility For use in high speed engines involving high loads and uniform speeds not requiring the higher volatility or other properties of grade 1-D Used by most automotive and truck-type diesel engines

Classification No. 4-D

The more viscous distillates and blends of distillates with residual fuel oils For use in low- and medium-speed services involving sustained loads and constant speeds Used by large stationary power generation and marine engines

Typical Diesel Fuel Properties

No. 1-D
Gravity API Flash Point F Viscosity (cSt) Sulfur % Cetane No. BTU/lb BTU/gal
39-45 102-130 1.3-1.7 0.05-0.5 45-48 19,700 134,000

No. 2-D
31-37 150-240 2.8-4.1 0.03-0.45 45-48 19,500 138,000

No. 4-D
14-23 155-260 5.5-24.0 0.24-1.5 32-36 18,800 148,000

Properties and Tests

Cetane Number
Ignition quality measure - affects cold starting, smoke, and combustion

Sulfur Content
Affects wear, deposits, and particulate emissions

API Gravity
Related to heat content, affecting power and economy

Properties and Tests

Heating Value
Affects power output and fuel economy

Volatility
Affects ease of starting and smoke

Flash Point
Related to volatility and fire hazard in handling

Properties and Tests

Viscosity
Affects injector lubrication and atomization

Cloud Point
Affects low-temperature operation

Water & Sediment

Affects life of fuel filters, pump, and injectors

Properties and Tests

Carbon Residue
Measures residue in fuel, can influence combustion

Ash
Measures deposit-forming inorganic residues

Corrosion
Measures possible corrosive attack on metal parts

Cetane Number
Ignition quality measure Affects: cold starting, warm-up, combustion roughness, acceleration, and exhaust smoke density Cetane number is based on the ignition characteristics of two hydrocarbons:
Cetane - short delay period and ignites readily (100) Alphamethylnaphthalene (AMN) - long delay period and poor ignition quality (0)

It is the percentage by volume of normal cetane in a blend with AMN

Cetane Number
High cetane number indicates good ignition quality (short delay period) Low cetane number indicates poor ignition quality (long delay period) PC engines require a minimum cetane # of 35 DI engines require a minimum cetane # of 40 Cetane improver additive can improve ignition quality and reduce white smoke during start up

Sulfur Content
Affects wear, deposits, and particulate emissions Depends on the crude oil source and refining steps it undergoes Sulfur oxides (SO2 and SO3) are produced during combustion of fuel. SO3 combines with water in the exhaust to form sulfuric acid (H2SO4) Sulfuric acid causes corrosive wear and contributes

Sulfur Damage

API Gravity
Related to heat content, affects power and economy It is an arbitrary index of the weight of a measured volume of fuel and is related to specific gravity and density The scale is inverse to specific gravity Lighter fuels have higher API numbers

API Gravity
For most Cat engines an API reading of 35 is optimum Lighter fuels, like kerosene, read about 44 API Lighter fuels will not produce rated HP Heavier fuels (below 30 API) create combustion chamber deposits which cause abnormal wear

Heating Value
Affects power output and fuel economy The heat of combustion (BTU per pound or gallon) is a measure of the amount of energy available to produce work In general, a fuel with a higher volumetric heating value (BTU per gallon) will produce more power or provide better fuel economy

Volatility
Affects ease of starting and smoke Less volatile fuels (higher boiling points) normally have a higher heating value Starting and warm-up are better with higher front-end volatility (lower D 86 10% distillation temperatures) Deposit formation, wear, and exhaust smoke are

Flash Point
Related to volatility and fire hazard in handling It is the temperature at which fuel vapors can be ignited when exposed to a flame Affected by the type of fuel and the air/fuel ratio It is important for safety reasons, not for engine operating characteristics

Viscosity
Affects injector lubrication and atomization Low viscosity fuels may not provide sufficient lubrication in close-fit pumps and injectors Can cause abnormal wear, loss of power & smoke Influences the size of the fuel droplets

Effect of Viscosity

Cloud Point
Affects low-temperature operation Cloud Point is the temperature where a cloud or haze appears in the fuel Happens when the temperature falls below the melting point of the wax in the fuel CP must be below the lowest outside operating temperature to prevent filter plugging

Water & Sediment

Affects life of fuel filters, pump, and injectors Water introduced during shipment or as condensation during storage Cause damage, especially to fuel lubricated pumps Water separators are critical to fuel systems Sediment (rust, scale, dirt,weld slag, etc.)

Sediment

Water & Sediment

Eliminate water by draining the fuel tank regularly Obtain fuel from reliable sources Water separators should be used Sediment should not exceed 0.05% to the engine Primary and secondary filtering is usually required

Nozzle Orifice Wear

Carbon Residue
Measures residue in fuel, can influence combustion Carbon rich fuels are harder to burn Leads to the formation of soot and carbon deposits Hot spots on liners, burned oil film, scuffing, stuck rings, turbocharger and engine deposits are

Carbon Residue

Ash
Deposit-forming inorganic residues Consists of metal and other contaminants that cannot be burned Cause localized overheating of metal surfaces such as the exhaust valve seat Causes abrasive wear of cylinder and fuel system components, and the turbocharger

Ash Deposits

Corrosion
Hydrogen Sulfide Fuel Sulfur Copper Strip Corrosion

Hydrogen Sulfide
H2S is a poisonous gas present in some crude oils and residual fuels Forms sulfuric acid when combined with water vapor in the cylinder Corrosive to metals, particularly valve guides, rings, and liners

Fuel Sulfur
Naturally occurring element in all crude oils Heavy fuels have a higher sulfur content Sulfur can be reduced or eliminated during the refining process Sulfur over 0.5% can greatly reduce engine life Know your fuel sulfur level

Fuel Sulfur
Keep operating temperature above 175F to reduce condensation Select an oil with TBN 20 times the sulfur level Follow standard oil change intervals unless SOS indicates differently Maintain crankcase breather system to prevent

Copper Strip Corrosion

ASTM Test D130, a polished copper strip is immersed in fuel for three hours at 212F Any fuel showing more than a slight discoloration should be rejected Certain sulfur derivatives in the fuel are the likely sources of corrosion

Microbial Contamination
Fuels are sterilized during refining Contamination occurs after leaving the refining Bacteria and fungi exist harmlessly in moisture free fuel and pass through the fuel system without causing harm When water is present they multiply and grow

Bacteria and Fungi

Microbial Contamination
Plug filters with a greenish-black or brown slime Frequently strong odor Some produce corrosive acid byproducts Prevent growth by keeping fuel system dry Treat with biocides when a reoccurring problem Tanks and lines must be cleaned to reduce filter plugging

Microbe Test

Stability
Sulfur and Nitrogen present in diesel fuel make it more prone to oxidative attack in storage, and thermal degradation in use, than gasoline Gums and Resins are the result of oxidation and cause rapid filter plugging Commercial fuels usually contain additives to help prevent oxidative breakdown

Smoke and Particulates

White/Blue Smoke
Usually the result of too low a temperature in the combustion chamber Blue component is excess lubricating oil in the combustion chamber

Black Smoke
Produced at or near full load Excess fuel or not enough air

Diesel Additives
Contaminant Control
Biocides - prevent bacterial growth Demulsifiers - separate water from fuel Corrosion Inhibitor- protect against rust and corrosion

Fuel Stability
Oxidation Inhibitors - protect against breakdown Metal Deactivators - chelate trace metals Dispersants - disperse residues and prevent agglomerations

Diesel Additives
Engine Performance
Detergents - prevent deposit buildup and extend injector life. Increase filter life by keeping the filters clean Cetane Improvers - raise cetane number Lubricity - replaces natural lubricants

Fuel Handling
Anti-foam - reduces foaming when pumping fuel Anti-Static - lowers risk of static induced explosion

Fuel System Maintenance

Clean around filter housing before removing filter Lubricate and clean the new filter gasket with clean fuel NEVER pour fuel into the new filter element Always bleed the fuel system to remove air after changing the filter

Fuel System Maintenance

Drain Water and sediment from the fuel tank at the start of each day or after the tanks has been filled and allowed to stand for 10-15 minutes Install and maintain a water separator before the primary fuel filter Clean and change filter at the recommended interval Inspect new filters for debris or metal filings, especially the threads of spin-on filters

Fuel System Maintenance

Drain storage tanks every week Use genuine Caterpillar fuel filters. There are great differences in fuel filters Properly store new filters to prevent dust and dirt entry Cut apart used filters to examine contaminants and compare brands of filters

Fuel Testing at Butler

API Gravity* Bacteria and Fungi* Microscope Exam* Flash Point Sulfur content Water and Sediment Distillation Cold Temperature Tests
* performed on site

Problems With Testing

Hard to get a representative sample Tests are expensive - often cost more for test than it does to correct problem Not practical to test a sample to find out whats in it Must test for specific things

Fuel Quality is Not Visually Apparent

Filter Comparison - Dirt in Can

Dirt in Threads