diesel additives 101 - · pdf filediesel additives 101 ... • not linked to biodiesel. 5....

Diesel Additives 101

Proprietary & Confidential Information of XLP

lem

Typewritten Text

Your consistent answer to inconsistent fuel!

lem

Typewritten Text

Why do we need fuel additives?

• To meet fuel specificationsT t l t i t• To meet regulatory requirements

• To improve fuel performance


lem

Typewritten Text


Enhanced Performance Diesel Additives can i l dinclude:

• DetergentsL t t bilit t• Low temperature operability components Cold Flow Improvers De-icers

• Lubricity improvers• Conductivity improvers• Cetane improversCetane improvers• Corrosion inhibitors• Stabilizers

M t l d ti t• Metal deactivators• Demulsifiers


lem

Typewritten Text


NCWM “Premium” Diesel CriteriaNCWM Premium Diesel Criteria

Characteristic Method Requirement

Cetane Number ASTM D613 Minimum number of 47

Low Temperature Operability

ASTM D2500ASTM D4539

Cloud Point or LTFT must meet ASTM D975 10thOperability ASTM D4539 meet ASTM D975 10thpercentile minimum ambient temperature charts/maps

Thermal Stabilty ASTM D6468 Minimum 80% Reflectance

Lubricity ASTM D6079 Maximum wear scar diameterLubricity ASTM D6079 Maximum wear scar diameter (WSD) of 520 microns


lem

Typewritten Text


Diesel Fuel OverviewDiesel Fuel Overview2006 – Ultra Low Sulfur Diesel Introduced ‐‐ASTM D975 reduces sulfur content to ≤15 ppm for on road diesel

• Reduced Lubricity 2008 ‐‐ ASTM D975 allows 5% Biodiesel 2008 – Engine Manufacturers Association (EMA) acknowledge injector deposit problems

• ULSD• Not refiner specific• Not refiner specific• Not CARB diesel related• Not linked to biodiesel

5


lem

Typewritten Text


Diesel Fuel OverviewDiesel Fuel Overview2008 – Petroleum Equipment Institute (PEI) and Steel Tank Institute (STI) report excessive corrosion ( ) pidentified in petroleum handling equipment Underground tanks Dispensers/Pumps Submerged pumps Etc.

Is ULSD the cause?

6


lem

Typewritten Text


Diesel Fuel OverviewDiesel Fuel Overview2012 ‐‐ Biodiesel usage continues at high level

7


lem

Typewritten Text


Diesel Fuel OverviewDiesel Fuel OverviewFuel System Issues & Concerns w/Biodiesel blends

Injector depositsF l filt l i Fuel filter plugging Injection pump durability (viscosity of Bio vs.#2 D)Materials incompatibilityMaterials incompatibility Fuel instabilityMetals contamination Low temperature handlingWater Bacterial growthBacterial growth

8


lem

Typewritten Text


Diesel Engine Technology Changes Diesel Engine Technology Changes C i idi i h Ch i i iC i idi i h Ch i i iCoinciding with Changes in Emissions Coinciding with Changes in Emissions

StandardsStandardsStandardsStandardsLSD (500ppm)EGR

LSD (500 ppm)Elec Fuel Control

ULSD FuelEGR/DPF/SCR/DEF

9


lem

Typewritten Text


Changes in Diesel Engine Fuel System Changes in Diesel Engine Fuel System h l ih l iTechnologiesTechnologies

• Fuel System ChangesFuel System Changes Higher injection pressures

Emergence of common rail injection systems

Nozzle design

Multiple injections per combustion cycle

Tighter tolerances

• Convergence of light duty and heavy-duty

designs

10


lem

Typewritten Text


XLP® Diesel AdditiveXLP Diesel Additive

• Multi‐functional additive– Detergent– StabilizerC i I hibi i– Corrosion Inhibition

– Lubricity Improver– Low Temperature Operability


lem

Typewritten Text


Injector Deposit AreasInjector Deposit Areas

TraditionalTraditional Nozzle coking

Needle Deposits

Source: Lubrizol

12

Proprietary & Confidential Information of XLPSource: Lubrizol

lem

Typewritten Text


Fuel System TestingFuel System Testing

• Cummins L-10 outdated and obsolete• Many engine specific tests surfaced over

the last 20 years, but no industry standard t l L 10to replace L-10

• Peugeot DW-10 – Industry standard by default–Details about the test ‐‐ next slide

13


lem

Typewritten Text


DW10 Nozzle Fouling DW10 Nozzle Fouling SSTest SummaryTest Summary

Hardware• High speed, direct injection common

rail enginerail engine.• Euro V‐type injectors (to promote

fouling)• Measures Loss of Power relative to

start of teststart of test• High speed/load conditions

Test procedure comprised of:• 16 hr new injector bedding in• 16 hr new injector bedding‐in• 8 hr cyclic running • 4 hr soak (engine off)• 8 hr cyclic running• 4 hr soak (engine off)• 4 hr soak (engine off)• 8 hr cyclic running• 4 hr soak (engine off)• 8 hr cyclic running• Total time = 16 + 32 +12 = 60 hrs DW10 Test Stand• Total time = 16 + 32 +12 = 60 hrs DW10 Test Stand

14


lem

Typewritten Text


DWDW‐‐10 Nozzle Fouling Test for 10 Nozzle Fouling Test for C il i j d i lC il i j d i lCommon Rail Direct Injected Diesel Common Rail Direct Injected Diesel

EnginesEnginesEnginesEngines• Test data demonstrates loss of engine power • Some data suggests the power loss problem to be• Some data suggests the power loss problem to be worse with biodiesel blends

• Following slides demonstrate this in B5 and B20Following slides demonstrate this in B5 and B20 blends

• Test data demonstrates additives ability to return engine to full power

15


lem

Typewritten Text


Deposits in Newer Technology Fuel Deposits in Newer Technology Fuel SSSystemsSystems

• Seen as distinct from “classic” nozzle coking and needle deposits Internal vs. external to fuel pressure‐side Sticking vs. physical blockage Similar in physical/chemical natureSimilar in physical/chemical nature

• Have become known as Internal Diesel Injector Deposits (IDID)

16


lem

Typewritten Text


Internal Diesel Injector DepositsInternal Diesel Injector Deposits

• Internal Diesel Injector DepositsC t l l l Control valve plunger

Needle guide

Above the needle seat

• Deposits inside spray channel reduce the hydraulic flow leading to a loss of power

• Injector tip deposits adversely effect the fuel spray leading to increased emissions and fuel consumptionfuel consumption

17


lem

Typewritten Text


Internal Diesel Injector DepositsInternal Diesel Injector Deposits

• Performance problems manifested as:

Poor/no start

Rough idle/driveabilityRough idle/driveability

Excess power/particulate production (sticking

open)

Loss of power (sticking shut)p ( g )

18


lem

Typewritten Text


DW-10 Test Data ExamplesDW 10 Test Data Examples

Note: The next three slides are for informationalNote: The next three slides are for informational purposes only. They do not represent performance of XLP® Diesel Additive at its normal treat rates.

They do, however, demonstrate power loss as measured by the DW‐10 test and the ability of d t t t t l tdetergents to restore lost power.

19


lem

Typewritten Text


Biodiesel & trace metal can cause problems in modern low emission DI Enginesin modern low emission DI Engines

Source: Chevron Oronite

20


lem

Typewritten Text


Engine Test Results in B5Engine Test Results in B5with 1ppm Znwith 1ppm Zn

P l f l 7%Power loss of nearly 7% without additive

EN 590 B5 fuel (DK1281) + 1ppm Zn, w/ additive

EN 590 B5 f l (DK1281) 1 Z / dditiEN 590 B5 fuel (DK1281) + 1ppm Zn, w/o additive

21

Source: BASFProprietary & Confidential Information of XLP

lem

Typewritten Text


DW10 Injector Clean Up DW10 Injector Clean Up

MCC 9910

MCC 9910 Clean Up

A customized clean up test utilized dirty injectors from an extended base fuel test. The engine was then run on MCC 9910 to complete power recovery in 16 cycles. The above data is presented to demonstrate that at higher detergency treat rates, clean up can occur more rapidly. This is not intended to represent specific performance of

XLP® Diesel Additive

MCC 9910 Clean Up

XLP Diesel Additive.

22


lem

Typewritten Text


Fuel DetergencyFuel Detergency• Detergents are used in diesel fuel to Clean up pre-existing deposits.Clean up pre existing deposits. To help prevent fouling and deposit

formation on and in fuel injector nozzles (Keep Clean) To help maintain cleanliness of the fuel

pump and component partspump and component parts To help reduce emissions To help restore lost power and fuelTo help restore lost power and fuel economy

23


lem

Typewritten Text


Fuel DetergencyFuel Detergency

• Detergents designed for legacy engineDetergents designed for legacy engine technologies such as Cummins L-10 are not cost effective to meet the needs ofnot cost effective to meet the needs of today’s high pressure common rail direct injected engine technology.jected e g e tec o ogy

24


lem

Typewritten Text


Cummins L10 InjectorsCummins L10 Injectors

S Ch O i

Fouled Direct Injector Clean Direct Injector


25


lem

Typewritten Text


High Pressure Common Rail High Pressure Common Rail Direct InjectorsDirect Injectors

Source: Lubrizol

Fouled Direct Injector Clean Direct Injector

Source: Lubrizol

26


lem

Typewritten Text


Why are Lubricity Improvers Why are Lubricity Improvers needed?needed?

• Ultra Low Sulfur Diesel (ULSD) has less• Ultra Low Sulfur Diesel (ULSD) has less lubricity due to the refining process used to remove sulfurremove sulfur

• Lubricity is required to protect fuel injection systems

• Lubricity is measured as a function of wear Measured by ASTM D 6079 – High Frequency

Reciprocating Rig (HFRR)Reciprocating Rig (HFRR)

27


lem

Typewritten Text


ASTM D6079 – Standard Test Method for E l ti L b i it f Di l F l b thEvaluating Lubricity of Diesel Fuels by the High-Frequency Reciprocating Rig (HFRR)

icrons

M


lem

Typewritten Text


Lubricity Benefits of XLPLubricity Benefits of XLP® ®

E h f f f l ith l b i it

Diesel AdditiveDiesel Additive• Enhance performance of fuels with poor lubricity

characteristics such as ultra low sulfur diesel• Increase service life of fuel handling and metering g g

systems• Demonstrates minimal interaction with basic system

contaminates (lube oils and caustic)contaminates (lube oils and caustic)• Excellent tolerance to water contamination• Does not contribute to combustion deposits

29


lem

Typewritten Text


Why are operability additives needed Why are operability additives needed for diesel fuel?for diesel fuel?

• At low temperatures, wax crystals form in diesel fuel causing problems with

i d filt tipumping and filtration.

• Wax can accumulate on fuel filterWax can accumulate on fuel filter media leading to plugging of small orifices and lines

(see pictures on following page)

30


lem

Typewritten Text


Why are operability additives needed Why are operability additives needed for diesel fuel?for diesel fuel?

Wax Crystal Formations in Untreated Diesel

Wax Crystal Formations in Treated Diesel

Source: BASFUntreated Diesel Treated Diesel

31


lem

Typewritten Text


Low Temperature Operability Tests for Diesel Low Temperature Operability Tests for Diesel F lF lFuelFuel

• Cold Filter Plugging Point test is the industryCold Filter Plugging Point test is the industrystandard test for determining low temperaturefilterability of diesel fuel.y

• Pour Point test is the industry standard test for id if i h hi h f lidentifying the temperature at which a fuel can be effectively pumped.

32


lem

Typewritten Text


ASTM D 6371 - Standard Test Method for Cold Filter Plugging Point of Diesel and

Heating Fuels

CFFPP

in

Sample 1 Sample 2

°F

Sample 1 Sample 2Proprietary & Confidential Information of XLP

lem

Typewritten Text


Low Temperature Performance Low Temperature Performance of XLPof XLP® ® Diesel AdditiveDiesel Additive

Blend Pour Point, oF CFPP, oF*

ULSD Baseline -1 10

ULSD w/XLPDiesel Additive -36 -22

* CFPP = Cold Filter Plugging Point

XLP Diesel Additive improves low temperature characteristics of diesel fuel

34


lem

Typewritten Text


Benefits of Operability AdditivesBenefits of Operability Additives

Operability additivesOperability additives• Lower the pour point and cold filter plugging point.

• Reduce problems with gelling and filter plugging of• Reduce problems with gelling and filter plugging of diesel fuel.

35


lem

Typewritten Text


Why is Deicer needed?Why is Deicer needed?• Water contamination in diesel fuel is commoncommon.

• Ice crystals form in cool fuel and settleIce crystals form in cool fuel and settle to the bottom of tanks

• Ice crystals may cause additional problems with fuel pumpability and fuel filt l ifilter plugging.

36


lem

Typewritten Text


Diesel Fuel Deicer PerformanceDiesel Fuel Deicer Performance

32 o F30

40

0

10

20

30

on P

oint

-10 o F

-20 o F30 o F

-20

-10

0

ce F

orm

atio

-30 F

<-50 o F-50

-40

-30Ic

0:1 1:2 1:1-5 1:1 2:1

Ratio of Deicer to WaterXLP® Diesel Additive is effective in reducing ice formation

37


lem

Typewritten Text


Benefit of Deicer in XLPBenefit of Deicer in XLP®®

R d t t t hi h t i

Diesel AdditiveDiesel Additive• Reduces temperature at which water in diesel fuel forms ice crystals

• Improves operability of diesel fuel at cold temperaturesp

38


lem

Typewritten Text


Why is Corrosion Protection needed?Why is Corrosion Protection needed?

Corrosion Inhibitors are attracted to the exposed surfaces of metal to form a pprotective film which acts as a barrier to prevent water from contacting the surface of p gmetal components.

39


lem

Typewritten Text


Corrosion ProtectionCorrosion Protection

National Association ofCorrosion EngineersTest (NACE)

B+ or Better Grade is a passB+ or Better Grade is a passC or D Grade is a fail

Fail Pass

40


lem

Typewritten Text


Corrosion ProtectionCorrosion Protection

Fuel mixture NACE Ratingg

LSD blank C

ULSD blank C

LSD with XLP Diesel Additive A

ULSD with XLP Diesel Additive AULSD with XLP Diesel Additive A

XLP® Diesel Additive improves the corrosion protection of diesel fuelp

41


lem

Typewritten Text


Benefits of Corrosion Inhibitors in XLPBenefits of Corrosion Inhibitors in XLP® ®

Diesel AdditiveDiesel Additive

• Corrosion Inhibitors protect fuel handling systems and components fromsystems and components from corrosive effects of water

42


lem

Typewritten Text


Why are Fuel Stabilizers needed?Why are Fuel Stabilizers needed?• Stability is an indication of the sediment and gum forming tendency of fuelforming tendency of fuel.

• Gums and sediment can cause filter plugging, combustion chamber deposits, and can result in sticking of pumping and injection system componentscomponents.

• Combinations of ULSD fuel combined with biodiesel fuel(B20) are unstable and some arebiodiesel fuel(B20) are unstable and some are difficult to stabilize. (SwRI – CRC report 2005)

43


lem

Typewritten Text


Oxidation Stability (ASTM D2274)Oxidation Stability (ASTM D2274)6

y ( )y ( )

4

5

g/10

0ml)

2

3

otal

Inso

lubl

es (m

g

Base FuelDiesel w/XLP

1

2

To

0B20 HSD LSD ULSD B20wULSD

XLP® Diesel Additive improves the storage stability of diesel fuely

44


lem

Typewritten Text


Benefits of Fuel Stabilizers Benefits of Fuel Stabilizers

• Reduces filter deposits and plugging caused by gums and

in XLPin XLP® ® Diesel Additive Diesel Additive • Reduces filter deposits and plugging caused by gums and sediment formed in unstable fuel

• Reduces potential for injection and pumping systemReduces potential for injection and pumping system component sticking

45


lem

Typewritten Text


SummarySummary• XLP® Diesel Additive….

– Can provide engine clean up and keep clean performance in legacy engineslegacy engines

– Can help control deposit formation on fuel injector nozzles and act to prevent corrosion of nozzle ports. Can aid in preventing deposit and gum formation on high– Can aid in preventing deposit and gum formation on high pressure fuel injector parts.

– Can remove pre‐existing deposits.Can help restore lost fuel economy– Can help restore lost fuel economy

– Can help reduce emissions

46


lem

Typewritten Text


SummarySummary• XLP® Diesel Additive….

Can provide excellent corrosion protection– Can provide excellent corrosion protection– Can improve fuel stability– Can help meet the lubricity recommendations of the Engine Manufacturer’s Association*Manufacturer s Association

– Can reduce pour point, by up to 35 degrees*– Can reduce cold filter plugging point, by up to 32 degrees*– Can provide deicing protection down to <‐50 oF– Can provide deicing protection down to <‐50 F*Results are fuel specific

47


lem

Typewritten Text


Diesel AdditiveDiesel Additive

• Reformulate current productp– Improved detergency levels– w/Cetane improver – drums only

• Introduce small bottle for pickup truck– 1 tank producttank product


lem

Typewritten Text


Premium Deposit Control for thePremium Deposit Control for the Gasoline Aftermarket


lem

Typewritten Text


XLP Gas Additive is a premium injector and intake valve deposit control additive combined with the powerful benefits of a friction modifier to provide your customers with a performance boosting aftermarket additive – beginning with the first time it is g gused.

50


lem

Typewritten Text


Why is Deposit Control needed?

The Clean Air Act mandates that all gasoline beThe Clean Air Act mandates that all gasoline be treated with detergent which is intended to prevent formation of fuel system deposits, based on the premise that clean engines operate more efficiently and ultimately reduce emissions.

These “minimum” levels of detergent may notThese “minimum” levels of detergent may notprevent the formation of deposits on fuel injectors, carburetors, and intake valves, in fact, they may y ycontribute to deposits.

51


lem

Typewritten Text


The Hump Effect

ptb= pounds per thousand barrels

Source: BASF

52


lem

Typewritten Text


What are the harmful effects of What are the harmful effects of

• Carburetor/Fuel Injector Deposits Cause:deposits?deposits?

Carburetor/Fuel Injector Deposits Cause:–Hesitation/Stumbling–Higher Emissions of Hydrocarbons and Carbon M idMonoxide

– Lower Fuel Economy– Lower Power Output

• Intake Valve Deposits Cause:–Hesitation/StumblingHi h E i i f H d b C b M id–Higher Emissions of Hydrocarbons, Carbon Monoxide and Nitrogen Oxides

– Lower Power Output

53


lem

Typewritten Text


Intake Valve DepositsIntake Valve Deposits•• Power LossPower Loss•• Reduce DriveabilityReduce Driveability•• Increased Exhaust Increased Exhaust

EmissionsEmissions

Injector Pintle DepositsInjector Pintle DepositsReduced DriveabilityReduced Driveability•• Reduced DriveabilityReduced Driveability

•• Power LossPower Loss•• Reduced Fuel Reduced Fuel

EconomyEconomyyy•• Increased Exhaust Increased Exhaust

EmissionsEmissions

54


lem

Typewritten Text


Intake Valve Deposits

Dirty Valves

Clean ValvesSource: Chevron Oronite

55


lem

Typewritten Text


Port Fuel Injector Performance

Fuel Injector:The clearances in a port fuel injector are as fine as a human hair.Deposits disrupt fuel flow

FuelFuelInjectorInjector

IntakeIntakeV lV l Deposits disrupt fuel flow

and spray pattern.Symptoms:

ValvesValves

C b tiC b ti Hesitation or stumble during acceleration, loss of power and increased

CombustionCombustionChamberChamber11

po e a d c easedemissions.

1XLP® Gas Additive does not contribute to Combustion Chamber Deposits

56


lem

Typewritten Text


Port Fuel Injector Performance

Deposits on Deposits on Injector PintelInjector Pintel

Clean Injector Clean Injector PintelPintel


57


lem

Typewritten Text


Fuel Injector Deposits

Clean InjectorDirty Injector

Flow RestrictionFlow RestrictionPoor Spray PatternPoor Spray Pattern

No Flow RestrictionNo Flow RestrictionEven Spray PatternEven Spray Pattern


58


lem

Typewritten Text


Direct Fuel Injector Deposits

Dirty Injector


59


lem

Typewritten Text


Performance Benefits of the Performance Benefits of the Deposit Control AdditiveDeposit Control Additive

XLP® Gasoline Fuel System

• Provide excellent port fuel injector deposit cleanup Cleaner can:p j p p

and keep‐clean performance

• Provide excellent intake valve deposit cleanup and keep‐clean performance

• Have no detrimental side effects

60


lem

Typewritten Text


Performance Benefits of the Performance Benefits of the Friction ModifierFriction Modifier

Can be both Immediate and Long‐Term

• Immediate Benefits include:

Can be both Immediate and Long Term

–Can Improve Fuel EconomyUp to 4%

–Can Reduce Internal Friction in the EngineCan Reduce Internal Friction in the Engine

• Long Term Benefit with continued use can improve/restore fuel efficiency of engine oil

61


lem

Typewritten Text


Performance of the Friction ReducerPerformance of the Friction Reducer

Additized gasoline is transferred from the

Additized gasoline injected into the Additized gasoline injected into the cylinder/combustion chambercylinder/combustion chamber

Additized gasoline is transferred from the fuel tank to the injector

cylinder/combustion chambercylinder/combustion chamber

Immediate gain from wetting the walls of the cylindersImmediate gain from wetting the walls of the cylindersImmediate gain from wetting the walls of the cylinders, Immediate gain from wetting the walls of the cylinders, providing additional upper cylinder lubricationproviding additional upper cylinder lubrication

Long term gain from accumulation in crankcase engine oilg g g

62


lem

Typewritten Text


Long Term Benefit from Long Term Benefit from ggAccumulation in the oil can Accumulation in the oil can

depend upon:depend upon:• Additive treatment rate

i f f l d b il h

depend upon:depend upon:• Quantity of fuel used between oil changes• Additive accumulation rate

63


lem

Typewritten Text


Advantages to your Customers Advantages to your Customers

• Restoring Lost Power

g yg yCan Include:Can Include:

Restoring Lost Power• Improving Acceleration• Smoothing Out Rough IdlingSmoothing Out Rough Idling• Increasing Fuel Economy• Eliminating Intake Valve Sticking• Eliminating Intake Valve Sticking• Providing Excellent Protection against Corrosion • Use in New and Old Engines• Use in New and Old Engines• No Detrimental Side Effects

64


lem

Typewritten Text


diesel additives 101 - · pdf filediesel additives 101 ... • not linked to biodiesel. 5....

Documents