DIESEL FUELS

FOREWORD

¾ The correct fuel according the manufacturers is suitable with operational manual and other technical material for
their own engine.
¾ If use fuel different from standard by engine manufacturers we must know in deep about the effect.
¾ With have the important knowledge basic of fuel, this will enable us to do the following:
1. To judge fuel is of good quality or not.
2. To get the max performance of engine and prevent the problems if only poor quality fuel is available.
¾ TO EXTEND THE LIFE TIME OF ENGINE
1. Ensured good combustion
(understand the mechanism of combustion and maintain a situation that ensures good combustion).
2. Use good quality of fuels
(understand the types and properties of fuel, and use a suitable fuel and be aware if use the different spec of fuel))
3. Don’t let impurities get into the fuel. (Water, dirt, etc.)
(Understand what impurities get into the fuel and when they get into the fuel, and take action to prevent)

!!!!
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FUEL PROPERTIES

The following properties are necessary for fuel used in diesel engines.
¾ Its ignitability is most important.
¾ It must have a suitable viscosity.
¾ It must have a low pour point.
¾ It must have low sulfur content.

Kerosene:
¾ Boiling point range 170 – 250 Deg Celsius
¾ Used as aircraft fuel
¾ If it’s used as fuel for diesel engines, the following
Problem will occur:
• Seizing fuel system component, because
Kerosene has low viscosity.
• Output with kerosene drops 5-10%.
Diesel oil:
¾ Boiling point range 240 – 350 Deg Celsius.
¾ Has a property that most suit the ignition,
combustion and viscosity required by small high-
speed diesel engines.
¾ Almost all high-speed diesel engines, including
Engines for construction equipment use diesel oil
as fuel.
Heavy oil:
¾ Consists of light oil mixed with residual oil
¾ It contains many impurities, make clogged filter.
¾ High viscosity (resulting incomplete combustions)
¾ The sulfur contains is high.

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PROPERRTIES

¾ Specific Gravity
The specific gravity of diesel fuel is the weight of a fixed volume of fuel compared to the weight of the same volume
of water (at the same temperature). The higher the specific gravity, the heavier the fuel. Heavier fuels have more
energy' or power (per volume) for the engine to use.

¾ Light Fuel
Lighter fuels like kerosene will not produce rated power. (Specification sheets usually show ratings when using fuel
having 35 APT density, at 29°C [85°F], weighing 7.001 pounds per gallon, and having 18,390 BTU's per pound. The
same fuel of 35 APT density weighs 7.076 pounds per gallon at 15°C [60°F].) When comparing fuel consumption or
engine performance, always know the temperature of the fuel measurement for correct gravity and density.
Engine fuel settings should not be adjusted to compensate for a power loss with lighter fuels. (with a density number
higher than 35 API). Fuel system component life can be decreased with very light fuels, because lubrication will be
less effective. (due to low viscosity.

¾ Heavy Fuel
A heavy fuel tends to create more combustion chamber deposit formations, which can cause abnormal cylinder liner and
ring, wear. This problem is most noticeable in smaller, high-speed engines.

¾ Viscosity
Viscosity is a measure of a liquid's resistance to flow. High viscosity means the fuel is thick and, does not flow as
easily. Fuel with the wrong viscosity (either too high or too low) can cause engine damage.
When comparing viscosity measurements, be sure they are taken at the same fuel temperature. Caterpillar recommends
a viscosity between 1.4 centistokes and 20 centistokes delivered to the fuel injection pump. Engines with unit injectors
can expect a 20°C (36°F) temperature rise between the transfer pump and the injector.

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¾ Cloud Point
The cloud point of a fuel is that temperature at which a cloud or haze appears in the fuel. The temperature falling below
the melting point of waxes or paraffin’s causes this appearance that occur naturally in petroleum products.

¾ Pour Point
The pour point of a fuel is that temperature which is 3°C (5°F) above the temperature at which the fuel just fails to
flow or turns solid. Usually the pour point is also determined by the wax or paraffin content of the fuel.

¾ Water
Water can become a contaminant if it is introduced into the fuel during shipment or is the result of condensation
during storage.
Engine Effects
Water can cause excessive separator sludge after the fuel has been centrifuged. Excessive water in fuel can also
cause fuel pump damage in those fuel systems which use fuel oil to lubricate the pump (sleeve metering fuel
systems).

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¾ Residual Carbon Content

The residual carbon content is basically not included in diesel oil (It is contained in heavy oil). As a measure of the
tendency to deposit carbon through combustion, the fuel is evaporated and burned under specified conditions to
generate carbon, and the residual carbon content is used to show the result of the test.

The maximum carbon residue content allowable in the fuel depends on the speed of the engine. In a higher speed
engine, the combustion time is shorter and more carbon residue can deposit. Generally, the carbon content should be
less than 3.5%

High residual carbon content

Large carton deposit
Increased wear of cylinder or combustion chamber valves
Exhausted to atmosphere (black smoke)
Pollution of atmosphere.

¾ Cetane Number
The cetane index is a measure of the ignition quality of fuel which affects engine starting and acceleration. Fuel with a
high aromatic content usually has a lower cetane number. Aromatics run the entire density range.
The fuel supplier should know the cetane number or index of each fuel shipment. Precombustion chamber fuel systems
require a minimum cetane number of 35. Direct injection engines require a minimum cetane number of 40 for good
starting characteristics.

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Fuel with a low cetane number usually causes an ignition delay in the engine. This delay causes starting difficulties and
engine knock. Ignition delay also causes poor fuel economy, a loss of power and sometimes engine damage. A low
cetane number fuel can also cause white smoke and odor at start-up on colder days. Engines running on fuels with low
cetane numbers may need to be started and stopped using a good distillate fuel.

¾ Ash Content
The ash in the fuel oil generally consists of three types: solid particles, inorganic salt solution, and oil-soluble organic
compounds. The ash content in diesel oil is extremely small. In heavy oil, the ash content is much higher than that in
diesel oil, but even so, the average level is around 0.02 -- 0.03%.
If the ash content increases, it is mainly caused by rust, sand, or mud getting in from the outside.

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¾ Sediment
Sediment consists of items like rust, scale, weld slag, dirt and other debris that often get into fuel tanks and cause
problems. Most sediment can be removed by settling, straining/filtration, or centrifuging. Fuels with a higher viscosity
(thicker) and higher specific gravity (heavier) often have more sediment because the settling process is slower. As
sediment increases, the amount of usable energy in the fuel decreases.

¾ Sludge and Fibers

Both sludge and fibers can contaminate fuel during handling and storage. Storage tanks, fuel pipe lines and barge
transportation all contribute to these contaminants.

¾ Vapor Pressure
All liquids can vaporize or turn into a gaseous state when heated. If the vapor pressure becomes too great, there can be
an interruption of fuel supply to the fuel pump. In this case, the vapor will displace the liquid fuel. Lighter fuels and
crude oils will have greater vapor pressures than heavier fuels. An air eliminator, or vapor trap, can be used to minimize
the effect of interrupted fuel supply due to vapor lock.

¾ Asphaltenes
Asphaltenes are components of asphalt that are insoluble in petroleum naphtha and hot heptanes
but are soluble in carbon disulphide and benzene. These are hard and brittle and are made up of long molecules with
high weight. In high concentrations, asphaltenes can cause filter plugging. They often contain heavy metals such as
nickel, iron and vanadium. An exhaust side turbine wash is required to remove deposits. Asphaltenes are not present in
distillate fuels.

¾ Microorganism in Fuel
All water and fuel offer a medium for bacterial growth. These simple life forms live in the water and feed on fuel.
Engine Effects
Microorganisms or fungi in fuel cause corrosion and filter plugging. Bacteria may be any color; but is usually black, green
or brown. Bacteria grows in long strings and has a slimy appearance.

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¾ Hydrogen Sulphide
Hydrogen sulphide (H2S), a poisonous gas, is present in some crude oil and residual fuels. Damage to engines can occur
if the hydrogen sulphide concentration is high enough. Hydrogen sulphide content must be considered in addition to the
normal sulfur recommendations. Water vapor, which is a product of internal combustion, can mix with hydrogen
sulphide to make a stronger, liquid corrosive - sulfuric acid (H2SO4). Internal components. particularly valve guides,
piston rings, and cylinder liners, become worn more quickly if sulfuric acid is present. Engine service life is shortened.

¾ Sodium / Sodium Chloride

Sodium is an alkaline, metallic element. It is very active chemically. Sodium's most common form is table salt.
Sodium is frequently introduced during storage or because of incorrect handling procedures. Sodium can come directly
from sea water or salt air condensation in fuel tanks. It can also be present in crude oil in its natural state.

¾ Aromatics
Aromatics are large cyclic chemical structures in the fuel that are hard to burn. Fuels high in aromatics can create high
exhaust smoke and generally have lower natural cetane. Aromatics naturally occur in petroleum. They are called
aromatics because many of their derivatives have sweet or aromatic odors.

¾ Flash Point
The flash point is the temperature at which fuel vapors can be ignited when exposed to a flame. It is determined by the
type of fuel and the fuel/air ratio. It is important for safety reasons not for engine operating characteristics. The
minimum flash point for most diesel fuels is about 38° C (100° F).

¾ Catalytic "Fines"
Catalytic "Fines" are small, hard particles which originate at the refinery. They are usually composed of aluminum and
silicon particles_
Aluminum and Silicon particles are contaminants from the catalytic cracking process and can cause very rapid abrasive
wear. They are usually present in residual and blended fuels. Silicon particles can also be introduced through improper
handling and storage.

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¾ Gums and Resins

The gums and resins that occur in diesel fuel are the result of dissolved oxidation products that do not evaporate easily
or burn cleanly. Excessive gum in the fuel will coat fuel injection lines, pumps and injectors and will interfere with the
close tolerances of the fuel system's moving parts. They will also cause rapid filter plugging. During fuel storage the fuel
will oxidize and form more gums and resins. Reducing fuel storage periods (maximum of one year) will minimize the
formation of gums and resins.

¾ Fuel Separation
When fuel is made, it must remain stable in storage. If not properly made, incorrect stability additives are used, or if fuel
gets old, it can change its characteristics of being totally mixed to separating into components like asphaltenes. This will
cause rapid fuel filter plugging and low engine power. To minimize the occurrence of fuel separation, use good quality
fuel with the correct additives from a reputable supplier, and minimize the length of time the fuel is stored. Do not store
fuel for over a year.

¾ Method of Fuel Treatment

. Settling
. Centrifuging
. Primary filtering
. Secondary filtering or final filtering
. Heating
. Venting
. Additives

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Acceptable Fuel Chart Ref by Caterpillar

CRUDE OIL CHART
Fuel Properties and Characteristics Permissible Fuels As Delivered To The Fuel System
Cetane Number or Cetane Index, (ASTM D613 or
Min. 35
calculated index) ( PC Engines )
Direct Injection Engines Min. 40
Water and Sediment % Volume (ASTM D1796) Max. 0,5 %
Pour Point (ASTM D97) Min. 6 °C (10 °F) Below Ambeient Temperature
Cloud Point (ASTM D97) Not Higher than Ambeient Temperature
Sulfur (ASTM D2788 or D3605 or D1552) Max. 0,5%
Viscosity at 38 °C (100 °F) (ASTM D445) Min : 1,4 cST, Max 20 cST
API Gravity (ASTM D287) Max : 45, Min : 30
Specific Gravity (ASTM D287) Min : 0.8017, Max : 0.875
Gasoline and Naptha Fraction (Fractions boiled off
Max. 35%
below 200 °C)
Kerosene and Distillate Fraction (Fraction Boiled off
Min. 30%
between 200 °C)
Carbon Residue (Ramsbottom) (ASTM D524) Max. 3.5%
Destillation - 10% Max. 282 °C (540 °F)
- 90% Max. 380 °C (716 °F)
- Cracking % Min. 60%
- Residue ASTM D86,D158 or D285 Max. 10%
Reid Vapour Pressure (ASTM D323) Max. 20 psi (kPa)

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CRUDE OIL CHART

Fuel Properties and Characteristics Permissible Fuels As Delivered To The Fuel System

Salt (ASTM D3230) Max. 100 lb per 1000 Barrels

Gums and Resins (ASTM D381) Max. 10 mg per 100 ml
Copper Strip Corrosions 3 Hrs @ 100 °C (ASTM
Max. No. 3
D130)
Flashpoint °C / °F (ASTM D93) Must be Legal Limit
Ash % Wt. (ASTM D482) Max. 0.1%
Aromatics % (ASTM D1319) Max. 35%
Vanadium PPM (ASTM D2788 or D3605) Max. 4 PPM
Sodium PPM (ASTM D2788 or D3605) Max. 10 PPM
Nickel PPM (ASTM D2788 or D3605) Max. 1 PPM
Aluminum PPM (ASTM D2788 or D3605) Max. 1 PPM
Silicon PPM (ASTM D2788 or D3605) Max. 1 PPM

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SPECIFICATIONS OF FUEL RECOMMENDED BY KOMATSU FOR DIESEL ENGINES

Aplication General use Cold area use Exremelly cold
Items Unit -10 to +40 °C -20 to +20 °C Below -20 °C
Specific Gravity (ASTM D287) g/cm3 0.81 to 0.87 0.76 to 0.84
Flash point °C Min 50 Min 40
Distillation temp @ 90% point °C Max. 360 Max. 330 Max. 260
Pour Point °C Lower than climate temp minus 10°C
Cloud Point °C Lower than climate temp minus 5°C
Separation Point °C Lower than climate temp minus 5°C
10% Carbon residue Weight % Max. 0.35 Max. 0.1
Cetane Number Min. 40
Cetane Index Min. 40
Kinematic viscosity @ 30 °C 2.0 to 7.3 Min. 1.0
Kinematic viscosity @ 40 °C 1.7 to 5.5 Min. 0.9
Sulfur Weight % Max. 0.5

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If the sulfur content in the fuel oil exceeds 0,5%,

shorten the change interval for the engine oil as
shown in the diagram, and check that the condition
of the oil is within the standard value used when
judging deterioration.

> Always use CD class or above (CD, CE, CF)

for the engine oil.
> When the total base number (TBN) is 20
mgKOH/g, the sulfated ash
in engine oil must be below 2.7%.

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SULFUR CONTENTS

The sulfur content in diesel fuel mainly influences engine wear and exhaust gas emission.
Sulfur(S) is oxidized (combined with oxygen(O)) because of combustion in the following way to form sulfur dioxide (SO ), and
some of it may be further oxidized to form sulfur Trioxides (SO3).

S + O2 ------------Æ SO2 ……………….. Reaction ( 1 )

2SO 2+02 ------------Æ 2SO 3…………………Reaction ( 2 )

This reaction is influenced by various factors such as the combustion temperature; exhaust temperature, surface area of the
particles, relative humidity, and air-fuel ratio. SO2 changes to SO3 inside the engine combustion chamber when the combustion
gas temperature drops suddenly in the expansion stroke of the combustion cycle. Therefore, if the combustion inside the
combustion chamber is not uniform, this reaction may easily occur.

SO3 + H20 ----------Æ H2SO4…………….Reaction (3)

Moreover, minute amount of SO3 in the combustion gas act to raise the dew point of water vapor (the water vapor condenses
even at high temperature). Water vapor will condense even on pistons and cylinder liner that are thought to be at fairly high
temperature, and this result in corrosion caused by the generation of sulfuric acid.

This corrosion wear is also assisted by soot created by the combustion (free carbon atoms) which absorb the sulfuric acid and
then sticks to the piston groove or inside wall of the cylinder liner.

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CETANE NUMBER

The cetane number or cetane index is used as a scale to indicate the ignitability of fuel. The cetane number is an index to indicate the ease
of ignition, while the octane number used for gasoline engine fuel is an indicator to show the difficulty of ignition. These two numbers have
an opposite relation ship. The octane value is determined by using a CFR engine (test engine designed to measure the cetane number) and
comparing the ignitability of the test fuel for which the cetane number is to be set with the ignitability of the reference fuel used for setting
the cetane number_
The reference fuel is made by mixing normal cetane (cetane number 100) of extremely high ignitability with alpha-methyl naphthalene
(cetane number 0) which has an extremely low ignitability. The value for the percentage of the volume of normal cetane included in the
reference fuel that gives the same ignitability as the test fuel is taken as the octane number.

NORMAL CETANE
α-METHYL CETANE NUMBER
45% NAPHTHALENE SAME IGNITABILITY 45%
55%

Preference fuel Test fuel

Example of determining cetane number of test fuel

I t i s quite troublesome to measure the cetane number, so nowadays the octane number is almost never measured. Instead of this, ASTM
uses the API degree and 50% distillation temperature (°F) and a fixed formula for the cetane index. There is no problem in practice in taking
the cetane index to be the same as the octane number.
(Remarks) API degree: This is a unit used by the American Petroleum Inslitute to show the set specific gravity of petroleum, and is the index
customarily used in the USA.50% distillation temperature: This is the temperature at which 50% of the test fuel evaporates when heated

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Effect on engine o products formed y combustion

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STORAGE FUEL

To prevent deterioration of fuel in storage, and to prevent use of deteriorated fuel, bear the following points in mind.
> Keep the fuel storage tank indoors out of direct contact with sunlight or rain.
> Be careful not to let water, rust, or dust collect on the top surface of the fuel tank, and do not let dirt or foreign
matter get into the fuel through the filler port when adding fuel. It is preferable to use a tank that prevents water
or dust from collecting on the top surface of the fuel tank.
> To prevent the water or sediment collected at the bottom of the fuel storage tank from being supplied to the fuel
tank of the machine, avoid using the fuel at the bottom of the fuel storage tank. It is preferable to use a fuel tank
that is designed to allow the sediment to be drained.
> Do not use old fuel oil whose properties have deteriorated (as a guideline, any oil that has been
stored more than a year).
> To prevent water or dirt getting into fuel:
• Fill the fuel tank every day after completing operations.
• When adding fuel, make sure that the filling equipment is clean, and be careful not
to let any mud around the filler port enter the fuel.
• Use fuel that matches the ambient temperature.

FILTER ELEMENT

> Replace the filter element every 500 hours on the service meter. When replacing the filter, tighten the fuel tank valve, loosen
the air bleed bolt in the filter, and drain the fuel inside the filter from the drain plug at the bottom. Take out the old element,
dean out the fuel and dirt collected at the bottom of the case, then install a new element.

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