First, a proper
fuel/water separator ( SEPAR FILTER ) must remove
all of the dirt and water in the fuel. The reason
for this is that the injector tolerances on the
electronic engines are smaller then the old style
injectors. The new injectors will not tolerate any
water in them at all. This is why you want to use
a fuel additive that removes the water from the
fuel (demulsifies) to get any emulsified water out
of the fuel. Do not use a fuel additive that emulsifies
the water into the fuel. Next the filter has to
flow more fuel with less restriction through the
fuel system. The reason for this is, the new style
engines flow about 2-3 times more fuel in order
to cool the electronic components. With this larger
fuel flow you are allowed a maximum fuel pump restriction
of 4.1 to 12.0 inHg depending upon the engine manufacturer.
Most of your fuel / water separators will not meet
these standards because they were never designed
for today’s engines and fuel flows.
We also wanted to share our observation with you
on the fuels you are buying today. They are different
from the fuels you were buying in the past. Diesel
fuel today is so dynamic that even today, as we
speak, decisions on what color to make what diesel
products are still being argued over between the
EPA, IRS, API and the rest of us.
In order to understand the 1994 version of diesel
fuel we must go back to the 1970's. As a result
of a growing demand for middle distillates, which
include kerosene, jet fuel, #1 and #2 diesel fuel,
refineries no longer simply distilled crude oil
to make distillates, they resorted to catalytic
cracking. The difference between light, middle,
and heavier fuels is the boiling ranges. The cat-cracking
process breaks up heavier fuels so they will meet
the specifications for the lighter products, the
refineries made the investment to catalytically
crack more crude. Today’s heating oil and
diesel fuel that you buy are the product of severe
catalytic cracking. So what does this mean? Fuel
that has been refined this way doesn’t want
to stay in its new form. It wants to change back
into something heavier. The heat of an engine raises
the temperature of the fuel in the return lines,
thereby accelerating the formation of particulates.
In fact any energy that we put into today’s
diesel and heating oil (regardless of sulfur content)
speeds up the production of solids. These solids
take many shapes and forms. They are typically sticky
gums, varnishes and sludges that will plug filters,
strainers, nozzles, and injectors. Often we blame
bacteria for these solids, when in fact this is
just the fuel re-organizing itself into heavier
products that like to stick together. In fact 93%
of what clogs today’s filters is not dirt
or algae, but it is the repolyermerization of the
fuel. The microscopic particulates that form will
grow larger and eventually clog your fuel system.
And then came October 1, 1993, low sulfur fuel
was born. Reducing sulfur is good for both the air
we breath and for the post combustion components
of an engine. Sulfur forms a load bearing protective
film that will be missed. This will result in the
premature failure of injectors, injector pumps,
and the balance of the fuel metering system.
One major change we missed on October 1, 1993,
was the change to a calculated cetane index number
of 40, rather than a minimum engine cetane number
of 40. Very simply stated the refiner now provides
us with a slightly lighter cut of fuel to achieve
the calculated index rather than use a cetane improver.
The difference is a light fuel that has less BTU’s
per gallon. Less BTU’s equals lower mileage
and power. Lighter fuels entrain more water and
are less lubricating.
Heating oil for off road purposes is being overlooked.
Low sulfur diesel is certainly being scrutinized
by many. The other #2 product is not. Cetane numbers
on the higher sulfur off road fuel are often in
the 37 or 38 range. Cetane numbers only give you
ignition. There are typically more BTU’s in
off road fuels. However our concern here is overall
fuel quality is suffering from lack of quality control
because we are all so distracted by low sulfur fuel.
The good news is that for each of the deficiencies
of 1994's fuel there are materials that can be added
to minimize the problems while maximizing the performance
of your equipment:
1) Catalysts will improve power and miles per gallon.
2) Lubricity agents will reduce premature failure
of injectors and pumps.
3) Stabilizers will stop gum and particulate formation.
4) Biocides will stop bacteria and fungus.
5) Cetane improvers (when absolutely necessary).
Besides changes in the way fuels are being processed
we are also seeing changes in the way fuel is being
stored. We used to store fuel underground where
the fuel was always cool. Today you are seeing above
ground fuel tanks. This causes higher storage tank
temperatures and accelerates the formation of particulates
produced by the fuel. This means more condensation
as the tank “breathes” during the changes
in the atmospheric pressure or temperature.
So with the changes in the diesel engine, the processing
of the fuel and the way the fuel is being stored,
you need to look at new ways of testing, filtering
and treating your fuel. If you do not take these
precautions it could be an expensive mistake. Price
a new style injector and pump and you will see the
importance of proper maintenance.
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