Gas to Liquids – Another Piece of the Puzzle

Gas to Liquids - Another Piece of the Puzzle

We have all seen pictures of oil wells both on land and platforms on the water where there is a constant flame burning off gases that contaminate the oil.

When you drill for oil you almost always get gas. If it is not considered cost effective to build a gas pipeline to transport the gas it is known as “Stranded Gas” and is flared off, wasting trillions of Btu’s of energy and releasing millions of tons of carbon into the atmosphere with absolutely no benefit.

Also in refining operations, there are gases released that are also flared off.

In many landfills you will see a tower used to flare off Methane generated by the continuous breakdown of organic materials.

One potential improvement to the world’s fuel pool could be the updating of the process used by Germany during World War II to alleviate its constant oil shortages. It was originally designed to convert coal to liquid fuels, however variations are capable of converting gases such as Natural Gas, Methane, Refinery Gases, and others to liquid fuels such as diesel and gasoline.

The use of Gas to Liquid Fuel Technology can help stretch our fossil fuel supplies and reduce CO2 released into the atmosphere.

More information available at: www.lcbamarketing.com

Post your comments, thoughts, ideas, and suggestions here.

Doctor Diesel

Copyright 2009 – William Richards

Nitrogen Enriched Gasolines – What Are They and What Do They Do

Nitrogen Enriched Gasolines – What Are They and What Do They Do

Shell Oil has recently begun advertising their Shell V-Power “Nitrogen Enriched” Gasoline.

Why would nitrogen improve the cleaning performance of gasoline detergent?

Here are some facts to consider:

1. The earth’s atmosphere is approximately 78% nitrogen
2. Nitrogen is an inert gas that is not combustible
3. Nitrogen atoms are larger than oxygen atoms
4. Nitrogen when combusted with fuel and Oxygen creates Nitrogen Oxides (NOx)
5. NOx when combined with Volatile Organic Compounds (VOC’s) creates petrochemical smog.

Shell claims that fusing (their term) nitrogen with their detergent creates a more stable, longer lasting detergent that will be more effective in preventing gunk (their term) deposits (my term) from building up on the valves and other combustion chamber areas.

It would seem to me that adding Nitrogen will make the combustion process less efficient and could possibly lower combustion temperatures. This would seem to be the opposite of the desired effect.

It would also seem that adding Nitrogen could raise the NOx emissions from the engine which would tend to increase smog production, again the opposite of the desired effect.

I definitely applaud the idea of raising detergent levels in all gasolines. This is a quick and inexpensive way to reduce emissions and improve fuel economy.

The whole Nitrogen thing is nothing other than another marketing ploy. Shell and many other refiners have attempted to convince the consumer that they are doing something unique and wonderful, when in reality they simply want to sell more and or charge more than their competitors.

Shell needs fewer “Cutesy” TV commercials and more science, or at least they should provide some documentation to support thier claims.

If you want to do the best thing for your gasoline powered vehicle, look for fuels containing “Top Tier” fuel additives used at the manufactures “Top Tier” levels or simply purchase and regularly use aftermarket “tank additives” that meet or exceed the “Top Tier’ requirements.

This together with proper maintenance will ensure peak performance and minimum emissions from your engine.

Please let me know what you think, post your comments, ideas, and suggestions here.

Diesel Doctor

Copyright 2009 – William Richards

Hydrogen Fuel Cells and Alternative Fuels

Hydrogen Fuel Cells and Alternative Fuels

I recently had the privilege of speaking to members of the New York State Chapter of the American Public Works Association (APWA) during their annual conference in Canandaigua NY.

The discussion was on Alternative Fuels and I spoke on the future of Alternative Fuels regarding how it will affect Public Works Fleets and Operations.

The attendees were very knowledgeable and very interested in the how the alternative fuels are likely to impact their operations.

The images shown are of General Motors Equinox Hydrogen Fuel Cell Vehicle

This fuel cell vehicle operates on compressed hydrogen gas that when fueled with hydrogen derived from electrolysis powered by non-fossil fuels is a true zero emissions vehicle. It is truly amazing to drive this vehicle and even when following it you can actually see that the emissions are water vapor.

While we are a long way from having cost competitive hydrogen available at the local gas station, this is a practical, vehicle that can be driven without any special training and the only unusual consideration is in making sure you know where the next fuel station is located.

Monroe County (Rochester) NY is at the forefront of making alternative fuels into mainstream products. They have recently completed a new state of the art fueling center that provides gasoline, gasohol (E20 and E85), diesel (biodiesel blends from B5 through B20), CNG, and Hydrogen all in a modern, efficient, and safe Green Fueling Station.

Monroe County and its forward thinking team lead by County Executive Maggie Brooks who have not only acknowledged the future, but have embraced it. They have recognized that there is a lot Federal, State, and private money available to municipal governments that are willing to lead the way into a greener future.

They are benefiting from grants for infrastructure, equipment, and even free or low cost vehicles. They are able to take advantage of research initiatives by elite universities and world class manufacturers who are providing testing resources that would be virtually unobtainable outside of governmental involvement.
This proactive approach has benefited not only Monroe County, but will provide long term benefits to the private sector in the region surrounding their operations.

We strongly believe that this type of public leadership will directly translate into benefits for the taxpayers and residents both now and in the future.

I want to thank Dave Butters, John Graham (retired), and Bob Hamilton of Monroe County for providing me with the opportunity of speaking to this auspicious group.

Diesel Doctor

Copyright 2009 - William Richards

US EIA – Information on Gas and Diesel Pricing from the US EIA

US EIA – Energy Information Administration

The US Energy Information Administration provides daily information on regional, national, and worldwide inventories, pricing, and availability. You can view this information at: http://tonto.eia.doe.gov/oog/info/gdu/gasdiesel.asp

You can also view a copy of this webpage and other related information at: http://http://www.lcbamarketing.com/

We will be exploring what goes into the price of fuel at the pump over the next several weeks.

Check back every day.

Please post your comments, suggestions, and ideas here.

Diesel Doctor

Copyright 2009© - William Richards

Cetane Number – What it is and Why it’s so Important

Cetane Number – What it is and Why it’s so Important

Cooperative Fuel Research Engine (CFR)

Cetane is a measurement of a diesel fuel ignition and or combustion quality. This Cetane Number or CN is one of several components that determine the quality of diesel and biodiesel fuels. This number is used for light and middle distillate fuels. For heavy (residual) fuels Calculated Ignition Index (CII) and Calculated Carbon Aromaticity Index (CCAI) are used.

In some ways this measurement is similar to the Octane Ratings given to gasoline. In its simplest terms Cetane Number measures the delay between the start of fuel injection into the combustion chamber and the beginning of compression ignition (Auto-ignition).

In medium and high speed diesel engines (this all automotive and truck engines) fuel needs to have a CN between 38 and 55 to operate. In general the higher the CN number, the better for the engine and for emissions. However raising CN above 55 currently offers little if any benefit.

In the US the group setting the standards for CN is the American Society for Testing of Materials (ASTM) and currently the minimum is 40. While diesel engines will start and run with 40 CN fuel, they do not run as efficiently as they will at a higher number.

In Europe the European Union (EU) has systematically over several years raised the minimum from 38 to the current 51. This has allowed engine manufacturers to produce more efficient engines with lower emissions and better economy. Most fuel in the EU has a CN of 55 or even better.

Cetane Number is measured using a very expensive and arcane Cooperative Fuel Research (CFR) engine and a process that very complex.

You can also measure CN using an Ignition Quality Tester (IQT) which is somewhat less complex, but still quite costly.

There is a third measurement called Cetane Index (CI) that measures density and distillation range of the fuel and through a calculation provides a measurement. This method will calculate a reasonably accurate number for the refined diesel.

The problem is that today most diesel fuel uses additives to reach the desired Cetane Number and additives do not affect the density, thus the CI of a fuel containing additives is not accurate.

Some of you may have seen a device that looks like a battery fluid tester (a hydrometer). These devices are not capable of determining CN or CI with any accuracy.

You can raise CN by altering the refining process or through the use of Alkyl nitrates or di-tert-butyl peroxide additives. NOTE: Remember that additives do not raise CI.

Also, biodiesel, depending on the base oil from which it is derived has a natural Cetane Rating of 46 to as high as 60.

With the advent of Pilot or Multiple Pulse fuel injection, Cetane Number becomes more important than ever. The delay in auto-ignition (CN) affects the combustion timing, which has a significant effect on power output, fuel economy, and emissions.

Raising Cetane Number together with Improving Fuel Atomization is the fastest way to improve fuel economy and reduce emissions through the use of correctly formulated additives.

Please post your comments, ideas, and suggestions

More information at: http://www.lcbamarketing.com/ - Click on Fuel School Articles.

Diesel Doctor

Copyright 2009© - William Richards

Biodiesel and Cold Weather meet in Minnesota

Biodiesel and Cold Weather meet in Minnesota

The Minnesota Department of Agriculture recently released (February 15, 2009) a report to the legislature regarding the states mandated biodiesel program and the cold weather issues it has caused.

Starting in September 2005 Minnesota required that virtually all diesel fuel sold in the state contain at least 2% biodiesel. This level is supposed to be raised to 5% in 2009, 10% in 2012, and finally 20% in 2015.

This report by the Governors “Biodiesel Task Force” created in 2003 shows that there a number of significant problems with using biodiesel blends, particularly in areas subject to long periods of cold weather.

Some of the issues noted in the report:

· Discussion indicated at least fifteen cases of unusual filter plugging in commercial trucks this winter for which the cause had not been determined. Discussion of possible causes included engine manufacturers’ reduction of truck filter sizes (from 10 to15 microns down to 2 to 5 microns), paraffin from diesel, glycerin from biodiesel, water contamination, biotic contamination as a result of ultra-low sulfur diesel levels plus water contamination, and vehicle designs in which the fuel filter is located away from the engine.

· Discussion that existing cold flow test procedures are not sufficiently predictive of the
cold temperature performance of diesel fuel with or without biodiesel. ASTM International and other organizations at a national level must develop new test methods that are more predictive of the cold weather performance of diesel fuel and biodiesel blends.

· Variations in seasonal availability of fuel were also discussed, specifically routine shortages of diesel fuel at terminals in the fall leading to the practice of bulk plants and fleets buying and storing fuel in the late summer for use in the fall and early winter months when shortages of diesel are anticipated. Such stockpiling of B10 or higher could result in problems in above ground tanks.

· The suggestion was made that the Task Force discussions should freely address the availability and quality of all winter fuel in the state instead of being confined only to biodiesel. Given recent changes in the diesel industry, including biodiesel, low-sulfur diesel fuel and smaller fuel filter pore diameters, a wide range of issues regarding equipment and diesel fuel with and without biodiesel must be addressed.

Laboratory testing has indicated that blending with number one (#1) diesel at 50/50 rate produces results similar to treating with additives but the #1 fuel is at a far higher cost.

There is also a concern over whether the current testing (e.g. Cold Point (CP), Cold Filter Plug Point (CFPP), Pour Point (PP), Low Temperature Flow Test (LTFT)) done to assess cold weather operability characteristics of diesel fuel are adequate for testing biodiesel blends.

Unfortunately this discussion has been complicated by many factors including the change from Low Sulfur (LSD) to Ultra-Low Sulfur diesel (ULSD), that diesel fuel changes seasonally, the fact that biodiesel derived from different base oils have far different characteristics, that transportation and storage affect quality, and that materials will tend to precipitate out of biodiesel when it cold for extended periods of time.

To read the complete Minnesota Report to the Legislature please click here: Report to the Legislature February 2009

Please post your comments, questions, ideas, and thoughts.

Diesel Doctor

Copyright 2009© - William Richards

E-Diesel – A Fuel for the Future?

E-Diesel – A Fuel for the Future?

Image Courtesy of University Of Illinois

E-Diesel is a blend of Ethanol and Diesel Fuel together with a multifunctional additive package. E-diesel is typically a 7% to 15 % blend of Ethanol in #2 diesel fuel together with 2% to 5% of additive. Early on it was referred to as “Oxygenated Diesel”, now however; most call it E-Diesel.

E-diesel is popular in Brazil as they produce a large amount of Ethanol from biomass left over from growing and processing sugar cane. Brazil has a limited supply of domestic crude oil and this has given them a huge incentive to develop alternative fuels and their government has stepped up to the plate to make it happen.

As a result Brazil is today an energy independent country, something we should aspire to become.

E-diesel has not been popular in the US, although it has been tested in some large fleets here with mixed results.

However the problems with Ultra-Low Sulfur Diesel, with Biodiesel being forced into our diesel and the recent very high price of fuel (now temporarily better) have made this technology worth another look.

E-diesel has a number of negative characteristics, it is hygroscopic (soaking up huge amounts of water if allowed to do so), Ethanol lowers the flash point of the diesel, Ethanol destroys lubricity in the fuel, and Ethanol makes the fuel less stable.

The pluses are that it improves cold weather characteristics, lowers CO and NOx, potentially (when derived from cellulosic biomass) lowers cost of the finished fuel, and increases the amount of non-petroleum renewable fuel available.

E-diesel using Ethanol produced from Bagass (the parts leftover from making sugar from sugar cane) is winner. Ethanol made from corn is a loser, the yield is very low, and it affects human and animal feedstocks.

The biggest winner is if you make diesel fuel from algae and use the biomass left over to produce Cellulosic Ethanol which can be burned in boiler, added to gasoline, or added to diesel. It is possible that Ethanol produced in this manner could cost as little as $1.00 per gallon.

The potential of producing a high quality cellulosic Ethanol from biomass is a game changer.

Ethanol in fuels presents significant problems in many areas. However these problems can be overcome or managed through changes in the way we handle fuels and blending, changes in equipment using these fuels, and though the use of properly formulated additive packages.

For more information please go to: http://www.lcbamarketing.com

Please comment with thoughts, ideas, and suggestions.

Diesel Doctor

Copyright 2009© - William Richards

Parking Crude Oil

Parking Crude Oil

Here is a bit of information that is hard to digest.


Speculators are leasing Super Tankers called Very Large Crude Carriers (VLCC’s) (tankers holding 2 million barrels or 84,000,000 gallons each.) to store crude oil. There are currently between 35 and 45 of these behemoths sitting, many in the Gulf of Mexico and Persian Gulf holding approximately 80,000,000 (80 million) barrels or 3,360,000,000 (3.36 billion) gallons of crude.


This is almost one day’s worldwide consumption. The speculators are and have been paying $60,000.00 to $75,000.00 dollars per day to lease each of these tankers to sit holding this oil.


Factoid: If you lined 35 VLCC tankers end to end, the total length would be about 7 miles.


Why would someone pay this huge amount of money to park oil in the ocean? Well look at it this way, using the $60,000.00 per day figure to store 2,000,000 gallons of crude works out to approximately $.03 (three cents) per barrel per day. If it sits there 100 days that’s only $3.00 per barrel.


Now let’s say that you purchased crude that was $35.00 per barrel and today (02/26/2009) it is $45.00 per barrel. Even if you have stored it for 100 days at $3.00 per barrel or $6,000,000.00 ($60,000 X 100 days) you will still profit $7.00 per barrel or $14,000,000.00.


So this might us to conclude that the current rise in crude oil prices is a manipulation of the market rather than the result of supply and demand.
Right now the market is off by about 1,000,000 barrels per day, there are at least 80,000,000 barrels floating around, every land storage tank in the world is full, all waiting for the price to go up.


OPEC would have us believe they are reducing production to stabilize (this means “drive up”) the price of crude oil. In reality they are reducing production only because they have no where left to put it.


In a true supply and demand world, prices should be going down, not up.

One thought is that our government should be filling the national Strategic Petroleum Reserve (SPR) as fast as they can get it in the ground. If all of these speculators believe crude will go up in the future then this a worthwhile investment to make.


In spite of the fact the current price is based on market manipulation, I doubt that the government will ever be able to police it. The ability to move staggering amounts of oil around the world with little or no regulation or accountability makes tracing it virtually impossible.The best things we can do are to reduce consumption through more efficient vehicles, equipment and practices and to work on alternative fuels to reach a point where we are able to produce most if not all of our fuel domestically.



Diesel Doctor



Copyright 2009© - William Richards

Coolant Problems in 2007 and Newer Diesel Engines

Coolant Problems in 2007 and Newer Diesel Engines

The 2007 and newer medium and heavy duty engines with the new emissions devices are creating new and potentially serious problems for cooling systems in general and coolants in particular.

With cooling loads increased by as much as 30% over the previous engines we are seeing issues that must be understood and addressed by users.

As trucks have become more aerodynamic the underhood area has been reduced and airflows restricted. At the same time we have larger displacement engines often with higher horsepower density, plus EGR systems recirculating greater volumes of very hot air together with other heat producing, exhaust restricting Emissions devices.

We have seen trucks with fiberglass hoods that have warped or melted from this tremendous heat load.

All of this places more heat into the coolant, and not only more heat, but higher average temperatures.

Many of today’s coolants are excellent products, however they need more monitoring and more maintenance than ever before.

In the past many fleet experts and OEM’s would recommend an annual check of the coolant. Today these high loads can use up the additive package found in coolants in weeks rather than months. We have seen instances where coolant is properly checked and found to be in good condition, yet in less than a month it can be worthless.

We have seen coolant actually turn black, not from contamination, but simply from continuous high heat loads. Silicate drop out and gelling is more prevalent than ever before.

When this coolant begins to deteriorate the cooling system can be damaged very quickly. We are seeing radiators and heater cores that the solder has been eaten away by the coolant. We are seeing far more liner and even block cavitation problems than ever before.

As a result we have some suggestion and recommendations to try and protect your engines and cooling systems.

Check coolant with fresh Test Strips or Refractometer at every oil change or quarterly, whichever comes first. (Note: Old test strips can give inaccurate readings)

Use only fully formulated coolants from reputable sources for top-offs, and replacement. There is now a huge problem where some suppliers are purchasing used ethylene glycol from manufacturers that had used it in the manufacture of made-made fabrics. They then try to filter out the contaminants and then they use substandard additive packages to make what they claim is new antifreeze from virgin product. This is usually a poor to very poor quality product. It will look OK and a level 1 or 2 test might not show a problem. However a level 3 or 4 test done by a reputable lab will show real and potentially damaging problems.

Never top-off with just water. Coolant works best at a 50%-50% to 50%-70% mix. If it gets out of spec, it will not work properly, and can actually cause expensive damage.

In our opinion all diesel engines in medium and heavy duty applications should have coolant filters.

If you decide that have buy concentrate and mix it yourself, get a mixing system and install either a de-ionizing system for the water or use distilled water. Contaminants in some tap water can render the coolant useless. (See item 2)

You should use only the coolant recommended by the OEM. Do not mix colors especially OA (orange) and OAC (red) with anything.

If you have a failure where oil gets in the cooling system or where you have silicate drop-out or silicate gelling, you need to flush the system with an acid type cleaner and neutralizing agent. If you don’t spend the time to do this procedure, you will have continuing cooling system problems.

Use SCA additive as required to bring the coolant back to the OEM specification.

If you have a problem where you need to make the same repair over and over, get some help. Many of the old rules don’t apply anymore.

The 2010 engines are likely to be even hotter, get ready.

Snake Oil - The Good, the Bad and the Really Ugly

Snake Oil
The Good, the Bad, and the Really Ugly

As someone who has worked in the chemical business for a number of years, I always cringe when someone uses a term like “Mechanic in a Bottle” or “Snake Oil” to define the chemical industry in general and fuel additives in particular.

Unfortunately many of the companies out there today with products that do little or nothing and even worse those that actually cause more harm than good have given the industry a black eye

This has made it a real challenge for those of us that have dedicated their businesses to producing real products, that solve real problems, and produce real measurable results.

So here I want to offer some things to consider when you look at a new chemical product.

When you hear about a product claiming a 15% to 20% or more improvement in fuel economy, you should be skeptical.

We were recently asked to analyze and report on a product that made claims of improving fuel mileage by 10% to 17%, increasing horsepower, reducing hydrocarbon emissions, providing additional lubricity, and several more.

The only claim to involve any real numbers in all of their literature is the mileage claim, so let’s start there.

Cleaning up Combustion Chamber, Fuel Injector, and Valve Carbon Deposits does make a real difference in engine operation and efficiency. You can improve starting, drivability, fuel economy, and emissions by cleaning up those deposits.

In a very dirty engine you might be able to make an 8% to 10% improvement in fuel economy. However if you look at a fleet operation or an average individual engine you are realistically looking at a 3% to 5% improvement.

Ethanol/Gasohol Problems with 2 Cycle Engines

Ethanol/Gasohol Problems with 2 Cycle Engines

2 Cycle gasoline engines have new challenges when used with gas containing Ethanol.

A 2 cycle engine gets all of its internal lubrication from a special oil mixed with the gasoline. This premix of oil and gasoline can have serious problems when Ethanol is added to the gasoline. Lubricating oil normally creates a bond with the metal components of the engines. The oil molecules create a boundary layer that protects the metal and reduces friction.

When Ethanol is present it will actually get between the oil and the metal, preventing the boundary layer from forming. This results in little or no protection for the moving components, and little or no reduction in friction forcing the engine to work harder, run hotter, and often to destroy itself.

Also many small engines have plastic carburetors, fuel tanks, and other components that Ethanol can soften or dry out which will cause them to fail. Many rubber fuel lines, o-rings, gaskets, and other parts can be delaminated or turned to a gelatin like material often failing very quickly.

Storing this type of equipment with Gasohol (Ethanol blended fuel) can lead to catastrophic failure in a relatively short time.

There are a very small number of additives that can reduce the negative characteristics of Ethanol in the gas.

We recommend that everyone operating 2 cycle engines switch to a pure synthetic two cycle oil.
The synthetic oil will provide the boundary layer lubrication in spite of the Ethanol.

Please add your comments to this post.

Oxygen (O2) Sensor and Catalytic Converter Failure Problems

Oxygen (O2) Sensor and Catalytic Converter Failure Problems

Oxygen sensors (O2) used in most of today's automotive gasoline engines are failing at an ever increasing rate.

There can be one to five sensors per vehicles and having them replaced can cost a consumer $100.00 to over $300.00 each.

Also, they rarely fail together, which means a customer can have one replaced and be back next month or even next week to have another done. This can go on and on until the customer takes their business elsewhere.

This can happen in brand new vehicles with low mileage or older high mileage ones.

Vehicles such as ambulances, police cars, and service equipment that have long idle periods and or a high percentage of idle time; and vehicles used for short trips are most susceptible to these problems.

Interestingly, most of these "failed" sensors are not actually defective or even worn out. What has happened, is that a small amount Ethanol in the gasoline (gasohol) will get past the piston rings and into the motor oil.

The Ethanol with agitation and heat liberates some of the phosphorus from the motor oil. This phosphorus is vaporized and sucked into the Positive Crankcase Ventilation (PCV) system and burned in the combustion chamber. This burned phosphorus on its way out the exhaust coats the O2 sensor(s) building up in layers.

This phosphorus coating acts as a insulation causing the sensor to react slower than normal. The engine computer reads this slow reaction time as a failure of the sensor forcing its replacement.

Note: This is the same material that coats catalytic converters causing them to go "cold" or cease to function.

Replacement of the sensor(s) is not the only option. It is possible to with a properly formulated chemical additive to clean up and remove this coating (both from O2 Sensors and Catalytic Converters) with a service procedure or with a tank additive.

The danger is that 98% of the additives on the market today are not properly formulated, and these poor quality products can actually make the problem worse, by permanently damaging the sensors or converters.

Remember; a well recognized brand name is no guarantee that it is a good product. Some of the biggest names are actually the poorest products.

It is also possible that with regular treatment, you can actually prevent these problems from ever happening in the first place.

Please comment on this and any of our other posts.

Fuel and Water - They Don't Go Together

Fuel and Water

They don't mix and you shouldn't try to make them.

One of the more interesting characteristics that is shared by diesel, biodiesel, gasoline, and gasohol is that all these fuels are hygroscopic.

Hygroscopy is the ability of a substance to attract water molecules from the surrounding environment through either absorption or adsorption.

Some examples of this phenomenon are that Ultra-Low Sulfur Diesel (ULSD) will hold approximately 2/10 of 1% dissolved water. This may not sound like much, but if you do the numbers they show that 2/10 of 1% equals 2 gallons of water dissolved in 1000 gallons of fuel. If you work backwards, that would equal 1 gallon of water in 500 gallons of fuel, or 1 quart (32 ozs.), in 125 gallons, or 1 pint (16 ozs.), in 62.5 gallons, down to about 8 ozs. in a 30 gallon tank.

That much water can cause severe corrosion of fuel system components such as injectors, pumps, connectors, and even metal fuel tanks.

That level of water speeds the oxidation and chemical breakdown of the fuel.

That level of water is enough to encourage the growth of bacteria and fungi.

One of the most insidious characteristics of water dissolved in fuel is that the fuels ability to hold water is dependent on temperature. Simply put the warmer the fuel (up to a point) the more water it hold.

What often happens is that fuel stored for example at 60°F will absorb that 2/10% water then as the fuel in a vehicle gets colder more and more of that water is pushed out of the fuel becoming liquid water droplets.

These droplets can collect in filters and if the temperature drops below 32°F those droplets turn to ice crystals quickly plugging filters and causing other problems.

Fuel at 28°F can hold approximately 1/2 as much water as fuel at 60°F.

This means that you can have clear fuel with no liquid water at 60°F and if the temperature drops sufficiently, you can have large amounts of free water suddenly appear as the temperature drops.

To make matters worse biodiesel can pickup and hold 10 times as much water as ULSD. So adding 2% or 5% biodiesel to regular diesel can dramatically increase the level of dissolved water.

Gasoline containing Ethanol suffers the same problem.

A 10% Ethanol blend can hold 3.8 teaspoons of dissolved water at 60°F.

However if more water is added or if the temperature drops significantly this fuel suffers a problem called "Phase Separation".

In Phase Separation the dissolved (or liquid) water binds to the Ethanol and this Water/Ethanol mixture will drop out of the fuel.

This has a series of negative affects on the fuel quality and can have catastrophic effects on engines.

We will discuss more about this later.

We look forward to your comments and questions.

Root Cause Failure Analysis

Root Cause Failure Analysis

Diesel fuel has been identified by at least one OEM as a Root Cause of Engine Fuel System (pump and injector), EGR, EGR Cooler, Sensor, and Turbocharger failures.

Ford Motor Company recently issued a new TSB (Technical Service Bulletin) regarding vehicles using the 6.0 Liter PowerStroke engine.

TSB 08-2-7 stating that “Some vehicles with a 6.0L diesel engine may exhibit white smoke, black smoke, lack of power, exhaust odor, surges, or no start as a result of excessive coking deposits (un-combusted or incompletely combusted hydrocarbons). The root cause of the coking must be corrected or the coking may reoccur”.

They further state: “Coking deposits are generally un-combusted or incompletely combusted hydrocarbons and can form on system components such as the EGR Valve, EGR Cooler, EBP Sensor, EBP Tube, Intake Manifold, Turbo Charger, Catalytic Converter, and EGR Throttle Plate”.

“Un-combusted deposits can be linked to delayed combustion events. Delayed combustion events can be a function of hard to ignite elements (poor quality fuel, excessive fuel, engine oil, or excessive exhaust gas recirculation) in the combustion chamber or a delayed injection event (calibration, wire chafe, injector mechanical issue (Sticktion)).

“Un-combusted fuel is usually evident as a fuel scented white exhaust smoke. Un-combusted fuel may create coking which impairs system functionality eventually leading to black exhaust smoke/poorly combusted fuel”.

In situations where injectors have built up carbon deposits to the point of not being able to properly atomize the fuel, or EGR Valves that have coked or “carboned” up to the point of no longer being able to regulate the Exhaust gas Recirculation, or EGR Coolers that have plugged, to Turbochargers coked to the point of no longer being able to vary their geometry; common practice has been to replace very expensive parts.

Later some companies developed systems to “flush” the EGR’s and Coolers. Flushing will temporarily improve the operation of the engine, however this type of repair lasts only a short time and the initial problems usually reoccurs.

Oftentimes the same parts are replaced many times and then you have the problem where the one part that is not functioning correctly causes other related parts to fail.
In these instances it is vitally important to determine the root cause of these failures. There is a suggested method to do this:

1. 
   Define the problem.
2. 
   Gather data/evidence.
3. 
   Ask why and identify the causal relationships associated with the defined problem.
4. 
   Identify which causes if removed or changed will prevent recurrence.
5. 
   Identify effective solutions that prevent recurrence, are within your control, meet your goals and objectives and do not cause other problems.
6. Implement the recommendations.
7. 
   Observe the recommended solutions to ensure effectiveness.

Today the Root Cause of 80% to 85% of the diesel engine fuel system related problems is poor fuel quality and fuel characteristics.

In the case of the problems described above on the Ford 6.0L and most of the fuel system and related problems found with other diesel engines, the Root Cause of the Failure is poor fuel quality.

You can replace parts and flush till the cows come home and you will continue to have the same problems over and over and over again.

Note: Albert Einstein once described insanity as: “Doing the same thing over and over again and expecting different results”.

Ford has recommended the use of a Cetane Booster and Performance Improver to improve fuel quality and reduce coking and un-combusted fuel problems.

This is not a Ford only or PowerStroke only problem. Every engine manufacturer has to deal with these problems in one form or another.

UREA use in 2009 and 2010 Diesel Vehicles

Urea Use in 2009 Light Duty and 2010 Medium and Heavy Duty Diesels

Hold on, here comes the next big change in diesel engines. Starting with the automotive market in 2009 and then with virtually all of the medium and heavy duty diesel vehicles in the 2010 model year, diesel engined vehicles will require an additional fluid to operate.

These vehicles will require an “aqueous urea solution” as defined by ISO 22241-1 using test methods described in ISO 22241-2:2006. This is a solution of 32.5% Urea in deionized water.

This Urea solution is used as part of a Selective Catalytic Reduction (SCR) system to reduce the NOx emissions of diesel fueled engines.

These systems require that a tank of the Urea solution be installed on the vehicle. The Urea is meter injected into the exhaust stream after the turbocharger where the exhaust heat will convert it to ammonia which is then used by a special type of catalytic converter to significantly reduce the formation of NOx. This system will function as long as there is Urea available.

This is a complicated system with maintenance requirements, cold weather operability issues (Urea freezes), and quality concerns.

There is a wide ranging debate on what type of driver information systems are to be required, what will happen if the system runs out of the Urea solution, and where Urea will be available.

Black Fuel Filters - Asphaltenes - Re-polymerization

Black Fuel Filters – Asphaltene Production and

Re-polymerization in ULSD Fuels

Have you seen filters that look like this.

There is a difficult new problem with ULSD fuels. Today most ULSD is derived using the process of catalytic cracking. This form of refining uses very high temperatures, high pressures, and chemicals known as catalysts to refine crude oils into various fractions including Ultra Low Sulfur Diesel. The fuels derived using these processes suffer from a wide range of problems including a lack of oxidative and thermal stability.

This lack of stability manifests itself in many ways including an increased ability to hold dissolved water, an increased negative reaction with oxygen, and a far greater inability to handle high temperatures over time. Different refining processes and catalysts can make these problems better or worse. It appears that certain refineries produce fuels which are far less stable than that of others.

Diesel engines recirculate fuel to lubricate and cool the fuel system and engine components, In the past fairly large volumes of fuel were recirculated and this tended to keep temperatures lower, generally in the 140°F to 160°F. Today some of the newer engines can heat that fuel to temperatures that can exceed 200°F or even 220°F.

When some catalytically derived fuel is exposed to temperatures above 100°F for extended periods of time such as when fuel is recirculated in a diesel engine, the catalytic process starts up again re-polymerizing parts of the fuel. This results in rapid deterioration and darkening of the fuel. In this process small droplets of asphaltenes (heavy oils) are formed.

When the fuel is again pumped from the tank, the fuel filters will pick up the tiny asphaltene droplets, agglomerating them until the filter or filters are plugged. This can happen in 3000 to 5000 miles with some instances of plugging in less than 1000 miles.

While there are additives that can add thermal and oxidative stability to fuels, they are not commonly used by refiners or fuel distributors. These additives are not found in most aftermarket additives.

Ethanol Marine Lawsuit

Ethanol Marine Lawsuit

BP, Chevron, ConocoPhillips, Exxon-Mobil, Shell Oil, and Tower Energy are being sued by a Florida boat owner who is trying to make it a class action for problems allegedly (read likely) caused by the Ethanol that was added under rules issued by the state of Florida.

This after similar lawsuits in California.

In this case the Ethanol is said to have damaged the fiberglass fuel tanks on many boats. It is understood that Ethanol will soften, breakdown, and dissolve certain types of fiberglass. This liberated fiberglass can then be carried by the fuel into the engine, damaging fuel pumps, carburetors, fuel injectors, intake systems, intake and exhaust valves, and so on.

These tanks can be damaged to the point of affecting their ability to hold fuel, resulting in leaking and the potential for fire and or explosion.

Also, consider that as these tanks are damaged by the ethanol they can be weakened to the point that it can have a material effect on hull and deck integrity.

Removing and replacing tanks can easily range from thousands to tens of thousands of dollars often approaching and even exceeding the value of the boat.

Furthermore the damage to fuel systems and or engines can be equally catastrophic.

However, the more significant question may be, if a government entity forces a private corporation(s) to alter their product against their will to meet a legal regulation or specification (note: the oil companies went to court in an effort to overturn the requirements to add ethanol and they lost), are these companies then responsible for damages caused by these changes.

Ethanol is reported to damage rubber components like o-rings and hoses, plastic tanks and fuel system components, aluminum, brass, copper and other "soft" metals.

We should also consider the damage being done to snowmobiles, motorcycles, lawnmowers, all 2 cycle engines, all seasonal equipment, to say nothing of all the non-flex fuel automobiles and trucks being fueled with ethanol blended gasoline's.

No good has ever or will ever come from politicians playing chemist. You cannot legislate chemistry.

Who will be responsible for the hundreds of millions in damages being done every day by these fuels?

We would like to hear how you feel about this and other fuel, oil, and coolant related issues.

Biodiesel Confusion New Labeling Requirements

Biodiesel Confusion

The diesel fuel/biodiesel market has recently gotten a lot more confusing. We now have another Federal agency involved in the diesel fuel marketplace.

The Federal Trade Commission (FTC) has now created labeling requirements for diesel, biodiesel, and biomass based diesel.

These requirements have wide ranging consequences for all diesel fuel users.

First, diesel fuel may now contain up to 5% biodiesel or biomass-based diesel with no retail labeling required as long as the blended product meets ASTM D975 (note: ASTM D975 is being changed to allow up 5% biodiesel/biomass-based diesel to be blended as part of a diesel fuel).

Second, there are (according to the FTC) now two types of biodiesel, the first is the one most people are familiar with, where a plant, seed or animal derived oil is through transestrification converted to a Methyl Ester that is defined by ASTM D6751 and commonly referred to as biodiesel. The other is known as “Biomass-based Diesel”, this a fuel derived from biomass that does not contain Methyl Esters (note: there currently is not an ASTM specification for this product).

Third, effective December 16th, 2008, all retail fuel pumps are subject to the following labeling requirements based on Section 205 of the Energy Independence and Security Act of 2007 (EISA): Fuel blends containing no more than five percent (5%) biodiesel or no more than five percent (5%) biomass-based diesel and that meet ASTM D975 require no label.

Fuel blends containing more than five percent (5%), but no more than twenty percent (20%) biodiesel require a dispenser label 3”w x 2.5”h with a Blue background and a Bxx reporting the exact percentage or “Between B5 and B20” statement.

Fuel blends containing more than twenty percent (20%) biodiesel require a dispenser label with a Blue background and a Bxx reporting the exact percentage or “Containing more than 20% biodiesel statement.

Biodiesel that is “neat” or B100 must be labeled as “B100 Biodiesel” and “Contains 100 percent Biodiesel” on a Blue background.

Fuel blends containing more than five percent (5%), but no more than twenty percent (20%) biomass-based diesel require a dispenser label 3”w x 2.5”h with an Orange background and text reporting the exact percentage or “Between 5% and 20% Biomass-based Diesel” text statement.
Fuel blends containing more than twenty percent (20%) biodiesel require a dispenser label with an Orange background and text reporting the exact percentage or “Containing more than 20% Biomass-based Diesel” statement.Biomass-based Diesel that is “neat” or 100% must be labeled as “100% Biomass-based Diesel” on an Orange background.

Note: You should visit the FTC website at: http://www.ftc.gov/ at look at: 16 CFR Part 306 - RIN #3084-AA45 for more complete information on these requirements.

What this means in the real world is that suppliers can now add up to 5% biodiesel in retail fuels without notification to customers.

If you want biodiesel and have done your homework on what is required to successfully and safely use this fuel you should note what you want as you order your fuel.

If you do not want any biodiesel you should issue a written purchase order to your supplier telling them exactly what you want, e.g. no biodiesel.

Note: under the new ASTM D975 spec, 5% is allowed.

Diesel Fuel Mileage Decrease in Winter

Why Diesel Fuel Economy Drops in the Winter

Diesel fuel, particularly in the northern tier states changes rather significantly from season to season. In the cold weather months generally starting in September or October refiners begin to alter the chemical composition of diesel fuels to improve cold weather operability characteristics to meet ASTM, Pipeline Operator, and Customer requirements and specifications.

Refiners talk about the components that come out of the refining process as “streams”. In a typical refinery today there can be over 180 “streams” coming from the refining of crude oil. The addition of lighter product streams are known by names such as “aromatic chemicals”, “naptha’s”,” kerosene’s” and others to #2 diesel (whether Ultra-Low Sulfur Diesel (S-15) or Low Sulfur Diesel (S-500)) will lower (improve) the Cloud Point (CP), Cold Filter Plug Point (CFPP) commonly referred to as the gel point, and Pour Point (PP) depending on how much of those components are added to the base fuel. Refiners have a lot of latitude in determining how much of and what components are used to make these improvements.

The issue from a fleet operators standpoint is that these changes lower energy (Btu) content of the fuel. It is normal for fuel economy to decrease from one to as much as five percent seasonally. This decrease can be further exacerbated by fuel racks and or distributors further cutting with kerosene to try and improve cold weather operability. The normal energy content of #2 ULSD ranges between 138,000 and 140,000 Btu’s, kerosene is much lower ranging between 130,000 and 135,000 Btu’s, whereas gasoline is about 124,000 Btu’s per gallon.

As you can see the more lighter components added to fuel, the lower the energy content. Note: ULSD has 1%-3% lower Btu content than the LSD. This is primarily due to reduction in wax content in ULSD.

So if you put all of this together in a time line, you can see that you begin using additive to improve cold weather performance at the same time the refiners are blending the fuel in a way that reduces Btu content which lowers your fuel economy, then in the spring you stop using additive at the same time the refiners are going to a “summer” blend which increases the Btu content and so your mileage goes up.

Other cold weather considerations are more idle time, slower transit speeds, more time in traffic, and even driving through snow all, of which can have a significant negative impact on fuel usage.

Cold Filter Plug Point versus Cloud Point

CFPP (Cold Filter Plug Point) vs. CP (Cloud Point)
Cold Weather Operability in Diesel Fuels including ULSD

Traditionally the two main considerations for diesel fuel have been Cloud Point (CP) and Cold Filter Plug Point (CFPP).

Let’s start by defining the terms:

Cloud Point (CP) ASTM D2500 – This test determines the point where wax becomes visible in a fuel sample. This wax first appears as a floating cloudiness in a transparent fuel.

Cold Filter Plug Point (CFPP) ASTM D6371 – This test is a more complicated procedure involving using a vacuum to draw a 20cc fuel sample through a 45 micron screen within a 60 seconds.

There is usually but not always a spread between CP and CFPP of 2°F to 8°F.

CP is a first indicator of cold weather operability temperatures for diesel fuels. It is a visible indication of paraffin wax in diesel fuels. Prior to the introduction of Ultra-Low Sulfur Diesel (ULSD, S-15) into the US market, the importance of CP was often discounted by many due to fact that diesel engines could generally successfully operate at temperatures many degrees below the CP.

Up until the introduction of ULSD many if not most operators used CFPP to provide a reference temperature for cold weather operability with diesel fuels. This is however a complicated and imperfect test. As mentioned above, CFPP uses a vacuum to draw a sample of the fuel through a 45 micron screen within a given time. The point at which the sample fails to go through the screen in 60 seconds is the CFPP.

The main issue is that up until recently most fuel filters used a 10 micron filtering media. The significant difference 10 microns and 45 microns caused a disparity between the test and real world operations. However many in the industry felt that this differential was consistent and that provided a reliable guide for cold weather operability.

For example if you had a CFPP of -30°F, you could feel reasonably confident that you could operate to -20°F.

However three new factors need to taken into account due to changes in fuels and engines.

1. The new ULSD fuel does not appear to provide the same consistent differential between CP and CFPP as we had come to expect with High-Sulfur Diesel (HSD, S-5000) and Low-Sulfur Diesel (LSD, S-500).

2. The new phenomenon of Wax Drop Out (WDO) where under periods of extended “Cold Soak” (48-72+ hours) the wax in the fuel suddenly drops out of the fuel can happen at temperatures that can be above the CP. This problem appears at this time to be independent of CP or CFPP.

3. As diesel engines have become more sophisticated there has been a rise in fuel injection pressures. In order to obtain these higher pressures OEM’s have had to manufacture pump and injector parts to ever closer tolerances. Today many injectors have tolerances in the 2 micron range. These tight tolerances and the very high cost of making and replacing these components have caused manufacturers to use fuel filters with smaller media to protect these components. Where in the past fuel filters typically were 10 microns, today we are seeing filters of 7, 5, and even 2 microns.

This makes the problems associated with ULSD even more difficult. Cloudy fuel that would easily pass through a 10 micron filter can often plug a 5 or 2 micron filter. This makes correcting the cold weather operability issues of ULSD like hitting a moving target. Today you need to adjust your fuel treatment to reflect the engines and filter arrangements in your fleet.

We are now suggesting a formula based on both CP and CFPP. Take the difference between CP and CFPP, divide by 1.5 and add to the CFPP to get a safe operability number.

Example: CP = 8°F, CFPP = 3°F

The difference between 8 and 3 = 5, 5 x .75 = 3.75, Take the CFPP of 3 and add the 3.75 to it equaling 6.75°F. You could expect to reliably operate that fuel in an engine with a 7 to 5 micron filter at 6-7°F.

For those operating 2 micron filters we suggest using the CP of the fuel.

For those still able to operate with 10+ micron filters, we are suggesting a number half way between CP and CFPP.

It is important to remember that the traditional method of using Kerosene or Jet A to “cut” or blend with HSD or LSD to lower the CFPP and Pour Point (PP) is not as effective or reliable as it was in the past when using the new ULSD #1 to cut or blend with ULSD #2.