Diesel Fuels

and Your Engine

SEBD0717-05
2011 Caterpillar Inc.
All Rights Reserved.
Printed in U.S.A.

CAT, CATERPILLAR, their respective logos, Caterpillar Yellow, the Power Edge trade dress as well as corporate
and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
Contents
Introduction 3
Understanding Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Get the Facts on Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Specifications 4
General Fuel Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Diesel Fuel-Properties, Standards and Significance 6
Defining Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Controlling Diesel Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Energy Content 8
Specific Gravity/Density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Effects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Steps To Correct Specific Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . 9
Biodiesel Diesel Density. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
API Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Lowering Fuel Sulfur Levels 10
Lubrication and Pumpability 11
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Lubricity and Low Sulfur Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cloud Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
De-Icers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fuel Contaminants 16
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Water Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Cleanliness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Sludge and Fibers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Reid Vapor Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Asphaltenes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Microorganisms In Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Corrosion 22
Copper Strip Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Hydrogen Sulphide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Sodium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Vanadium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Combustion Chamber Deposits 25
Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Aromatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Burning Characteristics 26
Atmospheric Distillation Curve . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fuel Distillation Curve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Starting Characteristics 27
Cetane Index or Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
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Abrasives 29
Catalytic "Fines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Fuel Stability 30
Gums and Resins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel Storage 30
Fuel Oxidation/Polymerization Reactions and Injector
Deposits 31
Factors Affecting Fuel Oxidation/Polymerization and Formation of
Injector Deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Reducing Injector Deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Fuel Treatment 33
Methods of Fuel Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Bulk Fuel Filtration 36
Coalescer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Problem and Causes for Distallate Fuels Chart. . . . . . . . . . . . . . 38
Diesel Fuel Properties Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Crude Oils 41
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Problems and Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Blended (Heavy) Fuels 42
Description 42
The Economics of Using Heavy Fuel 43
Installation Costs Associated with
Using Heavy Fuel 43
How Your Caterpillar Warranty
Applies to Using Heavy Fuels 44
Caterpillar Recommendations for
Heavy Fuel 44
Fuel Blending 44
Chart (Limits) 45
Problems and Causes 45
Fuel System Maintenance 46
Facts about Biodiesel Fuel 48
What is Biodiesel? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Sources, Referred to as "Feedstocks" . . . . . . . . . . . . . . . . . . . . 48
Biodiesel Pros . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Biodiesel Cons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Controlling Biodiesel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Biodiesel Fuel Properties and Significance . . . . . . . . . . . . . . . . . 53
Fuel Publications Available From
Caterpillar 54
Viscosity Chart 55
Introduction
This booklet provides essential information on fuel in your engine
to help you in maximizing performance and extending the life of
your engine.
Fuel has more of an effect on your engine operation than just cre-
ating power. Fuel is most likely your largest operating expense.
Often, as fuel costs increase, the quality of available fuel decreas-
es. The quality of fuel you use determines the longevity of many
components that are vital to your engine. This is why it is important
to understand the effects an inferior quality fuel can have on your
engine. Many owners of large engines are seriously considering
alternative fuels to help reduce escalating fuel costs. Using an
incorrect fuel can result in excessive engine wear and perhaps
even premature engine failure.
Understanding Fuel
Fuel produces power in a diesel engine when it is atomized and
mixed with air in the combustion chamber. Pressure caused by the
piston rising in the cylinder causes a rapid temperature increase.
Get the Facts on Fuel
Price is not the only factor when considering the fuel for your
engine. Before you make a decision on what type of fuel to burn,
read this book. It has basic, easy-to-understand explanations of
the functions and properties of fuel and how they affect your
engine.
Once you understand the differences between fuels, it will be
easier for you to see the consequences of using an incorrect or
poor quality fuel.
This book is an overview of basic fuel information. Refer to the
publications list at the end for a listing of publications providing
more details on particular items.
Remember - clean fuel meeting Caterpillar's fuel recommendations
will give you normal engine service life and performance; anything
less is a compromise.

Other Fluids and

Fuel Selection
Preventive Maintenance
Experience has proven that distillate fuels meeting basic
Component Repairs specifications will result in optimum engine performance and
and Overhauls durability. Depending on fuel costs and availability, proper
Downtime and application of alternative fuels such as: crude oil, blended,
Associated Costs biodiesel, or residual fuel may also provide a cost competitive
Purchase Price and engine operation depending on the application. Before
Associated Costs discussing these fuels we need to define fuel properties and
their effect on engine operation and fuel handling systems.
Fuel

Fig. 1: Fuel cost is the largest single expense over the life of an
engine.

When fuel is injected, the fuel/air mixture ignites and the energy
of the fuel is released to force the pistons downward and turn
the crankshaft. A perfect fuel would burn completely, leaving no
residue or smoke products. Even though distillate fuels and
combustion technologies are being improved to burn cleaner than
ever before, there is no perfect fuel. Governments are mandating
lower pollution levels from diesel engines by imposing diesel fuel
regulations and engine certifications. These mandates are
challenging the fuel suppliers as well as the engine manufacturers
to come up with new solutions.

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Fuel Specifications
General Fuel Information
NOTICE
Every attempt is made to provide accurate, up-to-date information.
By use of this document you agree that Caterpillar Inc. is not
responsible for errors or omissions.
The information that is provided are the latest recommendations
for the Caterpillar diesel engines that are covered by this
Special Publication. This information supersedes all previous
recommendations which have been published for the Caterpillar
diesel engines that are covered by this Special Publication.
Special fluids are required for some engines and it will be
necessary to continue to use these special products. Refer to
the applicable Operation and Maintenance Manual.
This publication is a supplement to the Operation and Maintenance
Manual. This publication does not replace the engine specific
Operation and Maintenance Manuals.
NOTICE
These recommendations are subject to change without notice.
Contact your local Caterpillar Dealer for the most up-to-date
recommendations.
Note: Instructions for the installation of the filter are printed on
the side of each Caterpillar spin-on filter. For non-Caterpillar filters,
refer to the installation instructions that are provided by the
supplier of the filter.
NOTICE
In order to meet expected fuel system component life, 4 micron(c)
absolute or less secondary fuel filtration is required for all
Caterpillar diesel engines that are equipped with common-rail fuel
systems, and for all Caterpillar diesel engines that are equipped
with unit injected fuel systems. For all other Caterpillar diesel
engines (mostly older engines with pump, line and nozzle type fuel
systems), the use of 4 micron(c) absolute or less secondary fuel
filtration is strongly recommended. Note that all current Caterpillar
diesel engines are factory equipped with Caterpillar Advanced
Efficiency 4 micron(c) absolute fuel filters.
In order to obtain additional information on Caterpillar designed
and produced filtration products, refer to the Reference Material
article, Filters and Miscellaneous topics in this Special
Publication, and then contact your Caterpillar Dealer for assistance
with filtration recommendations for your Cat machine.
NOTICE
Caterpillar does not warrant the quality or performance of non-
Caterpillar fluids and filters.
- 4 -
Recommendations
Follow all applicable industry standards and all applicable
governmental, environmental, and safety guidelines, practices,
regulations, and mandates.
Note: Where recommendations for draining water and/or sediment
and/or debris are stated, dispose of this waste according to all
applicable regulations and mandates.
Discuss application specific fuel concerns, needs, and
requirements with a reputable fuel supplier.
Purchase fuel from a reputable supplier
Use fuel that meets or exceeds Caterpillar requirements for
distillate diesel fuel. Refer to the Caterpillar Specifications for
Distillate Diesel Fuel for Off-Highway Diesel Engines table in
this Special Publication, Distillate Diesel Fuel article.
Use a properly designed and maintained bulk storage fuel tank.
Confirm with the filter manufacturer that the fuel filter/filters to be
used are compatible with the fuel type that will be filtered.
Filter the fuel coming into the bulk storage fuel tank to 20
microns(c) absolute or less.
Follow all industry standard grounding and other safety practices.
Test for microbial contamination on a regular basis and take
proper corrective action if contamination is present. Properly
dispose of cleanup waste according to all applicable regulations
and mandates.
Install and properly maintain a properly designed and grounded
filtration system on bulk storage fuel tanks for continuous filtration
of stored fuel. The filter element/elements should be rated at a
maximum of 5 microns(c) absolute. Change fuel filters based on
manufacturers recommendations.
Every three months, or sooner if problems are suspected, have a
complete analysis of the bulk storage fuel per the Caterpillar
Specification for Distillate Diesel Fuel for Off-Highway Diesel
Engines table in the Special Publication, Distillate Diesel Fuel
article. Take corrective action if necessary. Corrective actions
may include, but are not limited to, treating the fuel, cleaning of
the fuel storage tank/system, and replacing the problematic fuel
with fresh fuel.
Fuel Specifications
Keep the fuel storage tank clean of water, debris and sediment.

Drain water and sediment from the fuel storage tank weekly.
Drain water and sediment before the tank is refilled.

Keep the area around the fuel tank filler neck clean of debris
in order to prevent contamination of the fuel tank.

As required, clean the inside of the engines fuel tank and the
inside of the bulk storage fuel tank.

Drain water and sediment from the engines fuel tank daily.
Drain water and sediment from the tank at the start of each shift.
After the fuel tank has been filled, allow the fuel to settle for ten
minutes. This will allow the water and sediment to separate from
the fuel. Then, drain the water and sediment from the tank.

Install fuel/water separators at the bulk storage fuel tank

dispensing point and install fuel/water separators on the
engine. Wire mesh media is NOT recommended.

Drain the water from the fuel/water separators daily.

Caterpillar Advanced Efficiency fuel filters are required for

distillate fueled diesel engines in order to provide maximum life
to the fuel system.

Change the fuel filters at the scheduled interval. Never fill the
new secondary fuel filter with fuel before installation. Use the fuel
priming pump to remove air from the system.

Install and properly maintain four micorn(c) absolute breather

filters on the engine fuel tank vent, and install and properly
maintain four micron(c) absolute breather filters on the bulk
storage fuel tank vent. Desiccant type breather vent filters are
also recommended in order to remove moisture from air
entering the fuel tank. Breathe filters are typically changed
every six months, and desiccant type breather filters are typically
changed on saturation. Refer to the literature that was included
with the filter.

Top off fixed roof fuel tanks as often as practical in order to

reduce the amount of condensation generated water.

Protect fuel tanks from dirt and water entry.

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Diesel FuelProperties, Standards and Significance
There exist many different technologies and hardware used in fuel Generally speaking, the hydrocarbons used in diesel fuel range
systems, but they all share one common goal to inject fuel. While from molecules with twelve carbon atoms to molecules with twenty
the market for alternative fuels continues to expand, petroleum- carbon atoms. These molecules have a boiling point range of
derived distillate diesel fuel continues to be the primary source of about 150C-360C. These hydrocarbons in the diesel fuel range
fuel used in diesel engines. The importance of clean, dry fuel has are very well suited for combustion in a compression-ignition
been discussed numerous times and is unique compared to other engine. The low volatility and relatively high flashpoint of diesel
fuel properties in two ways. First, water and debris in diesel fuel are fuel makes it a much safer fuel to store and handle compared to
the two most significant fuel-related attributes that negatively affect gasoline.
fuel system durability. And second, water and debris in diesel fuel
can be very well managed by the end user. In contrast, many other
diesel fuel properties are inherent to the fuel as produced by the
petroleum refiner and little if any modification is possible by the end
user. But despite this fact, it is important to understand diesel fuel,
its properties, and the existing standards and specifications in place
to control diesel fuel quality.

Defining Diesel Fuel

Petroleum-derived distillate diesel fuel is a specific portion of
different chain-length hydrocarbons (molecules composed of only
hydrogen and carbon atoms) that are distilled from crude oil at
a petroleum refinery. Crude oil is sub-divided into products by a
distillation process that separates compounds with different boiling
temperatures. Following is a summary of the products refined from
crude oil, listed in increasing boiling point temperature:

Fig. 2

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Diesel FuelProperties, Standards and Significance
Controlling Diesel Fuel Quality Caterpillar Specification for Distillate Diesel Fuel: As previously
mentioned, Caterpillar also publishes a distillate diesel fuel
Diesel fuel quality is typically controlled by one of two methods: specification that can be found in publications such as SEBU6250
either a governmental regulatory requirements based on an existing and SEBU6251-Caterpillar Commercial Diesel Engine Fluids
fuel specification or a supplier-customer agreement to supplement Recommendations. This specification includes additional
existing requirements or in the absence of any regulatory fuel properties not included as mandatory in all other industry
quality requirements. Regardless of process, it is of tremendous specifications, such as thermal stability, that help to ensure the
importance to purchase fuel that is produced to and maintained at fuel being used aids in achieving maximum engine service life
a quality level required for the engine to operate properly. Four key and performance of Caterpillar engines.
sources of industry diesel fuel specifications are:
To ensure quality of diesel fuel, it is recommended that a
ASTM D975 Standard Specification for Diesel Fuel Oils: This certificate of analysis is required of the diesel fuel supplier.
is the primary specification for diesel fuel used within the United Performing occasional fuel quality checks at an independent
States. It is also adopted or adapted as specification for many laboratory is also recommended. Contact your Caterpillar
other countries. As of October, 2008, the D975-08a specification Dealer for more information on fuel analysis.
includes the allowance for up to 5% biodiesel with no notification
required for the end user.
EN 590 Automotive Fuels. Diesel.: This is the primary
specification for diesel fuel used within Europe. It also includes
the allowance of up to 5% biodiesel with no notification required
for the end user.
World-Wide Fuel Charter (WWFC): The WWFC is a document
that was created to provide recommendations for countries to
use for the purpose of creating their own fuel specifications
that comply with the needs of the engines used in their territory.
Guidelines for specification limits are based on emissions
requirements and market demands for different markets
throughout the world.

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Energy Content
Fuel quality can significantly affect the performance and
maintenance of any diesel engine. It is important to understand
basic fuel properties to be able to judge fuel quality. The following
properties have an impact on the operation of diesel engine and its
fuel handling and treatment systems.
Fig. 3: Fuel quality is not always visually apparent. All or none
of these samples may be "good" fuels.
Specific Gravity/Density
The specific gravity, which is a measure of the density 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 higher the fuel density (referred to as
"heavier" fuel). Heavier fuels have more energy or power per
volume for the engine to use.
Specific gravity can be measured with a special fuel hydrometer.
The reading on the hydrometer is an American Petroleum Institute
(API) scale. The scale is inverse to the specific gravity. That is, the
higher the API number, the lighter the fuel. For most Caterpillar
diesel engines an API reading of 35 would be optimum. Lighter
fuels such as #1 diesel fuel (sometimes referred to as kerosene)
might have a measurement of 40-44 API.
Note: The settings for the fuel mixture should not be adjusted in
order to compensate for a loss of power with fuels that are lighter.
The life of fuel system components can be decreased with fuels
that are very light because lubrication will be less effective as a
result of the lower viscosity. This is compounded if the fuel does
not have sufficient lubricity. Refer to the "Lubricity and Low Sulfur
Fuel Diesel (LSD) and Ultra Low Sulfur Diesel (ULSD) Fuel: topic
in this Special Publication, "Characteristics of Diesel Fuel" article.
- 8 -
Fig. 4: 1 P7438 Beaker, 1 P7408 Thermo-Hydrometer (29 to 41
API), 5P2712 Thermo-Hydrometer (39 to 51 API).
The API gravity of a fuel is also a measure of the density of the
fuel or the relationship of the weight to the volume. The scale for
API gravity is inverse to the scale for specific gravity. The API
gravity will become higher as the fuel becomes lighter.
Lighter fuels will not produce the rated power. Lighter fuels may
also be a blend of ethanol or methanol diesel fuel. Blending alco-
hol or gasoline with diesel fuel will create an explosive atmosphere
in the fuel tank. In addition, water condensation in the tank can
cause the alcohol to separate in the tank.
NOTICE
Mixing alcohol or gasoline with diesel fuel may cause damage to
the engine. Caterpillar recommends against this practice. Water
condensation in the fuel tank can cause the alcohol to separate
which could cause damage to the engine.
Heavier fuels tend to create more deposits from combustion.
Deposits from combustion can cause abnormal cylinder liner and
ring wear. This is most noticeable in smaller diesel engines that
operate at higher speeds.
The hydrometer floats in the fuel. You can note the point at which
the liquid level intersects the hydrometer scale and read the API
fuel gravity. The hydrometer reading is affected by the temperature
of the fuel. Always use the correction table included with the tool to
compensate for actual fuel temperature. Detailed instructions are
given in Tool Operating Manual, "9U7840 Fuel Injection Equipment
Calibration Fluid Test Kit", Form No. NEHS0607-01.
Energy Content
Engine Effects API Chart
Light Fuels: SPECIFIC GRAVITIES AND DENSITIES OF FUEL
Lighter fuels like #1 diesel fuel will not produce rated power. Gravity Density
(Specification sheets usually show ratings when using fuel having
Degrees API Specific Gravit y Pounds
35 API density, at 29C [85F], weighing 0.839 kilograms/liter at 15 C (60 F) at 1 5 C ( 6 0 F) per Gallon
(7.001 pounds/gallon), and having 42,780 kilojoules/kilogram
25 .9 0 4 2 7 .5 2 9
(18,390 BTUs/pound). The same fuel of 35 API density weighs
0.848 kg/L (7.076 ib/gal) at 15C [60F].) When comparing fuel 26 .8 9 8 4 7 .4 8 1
consumption or engine performance, always know the temperature 27 .8 9 2 7 7 .4 3 4
of the fuel measurement for correct gravity and density.
28 .8 8 7 1 7 .3 8 7

Engine fuel settings should not be adjusted to compensate for a 29 .8 8 1 6 7 .3 4 1

power loss with lighter fuels (with a density number higher than 35
API). Fuel system component life can be decreased with very light
30 .8 7 6 2 7 .2 9 6
fuels because lubrication may be less effective due to the lower
viscosity. 31 .8 7 0 8 7 .2 5 1

32 .8 6 5 4 7 .2 0 6
Lighter fuels may also be a blend of ethanol or methanol with 33 .8 6 0 2 7 .1 6 3
diesel fuel. Blending of alcohol (ethanol or methanol) or gasoline
34 .8 5 5 0 7 .11 9
into a diesel fuel will create an explosive atmosphere in the fuel
tank. In addition, water condensation in the tank can cause the
alcohol to separate and stratify in the tank. Caterpillar does not 35 .8 4 9 8 7 .0 7 6
recommend such blends.
36 .8 4 4 8 7 .0 3 4

Heavy Fuels: 37 .8 3 9 8 6 .9 3

38 .8 3 4 8 6 .9 5 1
A heavy fuel tends to create more combustion chamber deposit
39 .8 2 9 9 6 .9 1 0
formations which can cause abnormal cylinder liner and ring wear.
This wear problem is most noticeable in smaller, high speed
engines. See the section "Blended [Heavy] Fuels" on Page 39. 40 .8 2 5 1 6 .8 7 0

41 .8 2 0 3 6 .8 3 0
Steps to Correct Specific Gravity:
42 .8 1 5 5 6 .7 9 0
Blending is the only way to correct fuel density problems. 43 .8 1 0 9 6 .7 5 2

44 .8 0 6 3 6 .7 1 3
Biodiesel Diesel Density:
Biodiesel (discussed later in this publication) has a higher inherent 45 .8 0 1 7 6 .6 7 5
density than standard petroleum diesel fuel. However, it has a 46 .7 9 7 2 6 .6 3 7
lower energy content than standard #2 diesel fuel. Be careful if .7 9 2 7 6 .6 0 0
47
using energy content assumptions or calculations based on fuel
density of biodiesel or blends of diesel and biodiesel fuels. 48 .7 8 8 3 6 .5 6 3

49 .7 8 3 9 6 .5 2 6

Fig. 5: API Chart

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Lowering Fuel-Sulfur Levels
As stated in the diesel fuel specification ASTM D975-08a, The
effect of sulfur content on engine wear and deposits appears to
vary considerable in importance and depends largely on operating
conditions. Much interest and attention around the world is given
to lowering fuel sulfur levels in fuels, including diesel fuel. For
example, Ultra-low Sulfur Diesel fuel (15 parts per million sulfur,
maximum) has been mandated for use in the United States for
on-road and non-road diesel engines, which is a 97% reduction
in sulfur levels compared to low sulfur diesel (500 parts per
million sulfur, maximum). Many countries are regulating cuts in fuel
sulfur levels in an effort to reduce undesired emissions. Generally
speaking, lowering fuel sulfur levels can be beneficial in many ways
including:
Lowering of sulfur-related emissions. These emissions are
associated with the mass of particles emitted with engine exhaust
as well as acid rain due to sulfuric acid formation from sulfur
emissions
Allowance for emissions-control devices to function properly.
Devices, such as diesel oxidation catalysts and diesel particulate
filters used to clean exhaust emissions contain materials that are
adversely affected by sulfur compounds.
responsible for the fuels lubricity. These include compounds of
nitrogen, polar molecules, and polycyclic aromatic hydrocarbons.
Diesel fuel specifications have retained the same specification
limits for lubricity, however, so while the inherent lubricity of the
fuel has been reduced, it is typically being accounted for by diesel
fuel producers who add things such as lubricity additives.
Reduced fuel stability. While differing opinions exist on whether
or not fuel stability has been adversely affected by the processing
required to get extremely low fuel sulfur levels, there is evidence
that the end result is a diesel fuel with poorer stability. The result
is a fuel that more readily degrades and increases the tendency
to form fuel system deposits, especially in high temperature areas
such as fuel injectors. This problem can be reduced through the
use of proper fuel additives by the diesel fuel producer or by the
end consumer.
Much more information, including a section of Frequently Asked
Questions about Ultra Low Sulfur Diesel Fuel is available in the
latest revision of SEBU6250.

Reduced sulfuric acid condensation within the engine. When

sulfur emissions and water vapors combine to form sulfuric acid,
which condenses onto metal surfaces that are cooled below
the dew point of the acid. While most engine components are
maintained above the dew point of sulfuric acid, cooling upon
engine shut-down can result in the condensation of sulfuric acid
on numerous surfaces, which in turn results in metallic corrosion.

Assistance in maintaining high engine oil alkalinity (Total Base

Number, TBN). Engine oil contains additives that neutralize acidic
compounds that contaminant the crankcase, such as blow-by
gases. Reduced sulfur in combustion gases results in fewer
acidic by-products that must be managed by the engine oil.

However, the process to remove high levels of sulfur from diesel

fuel involves intense refining procedures that have adverse effects
on the finished fuel. These primary adverse effects that affect fuel
system durability include:

Reduced fuel lubricity. The removal of sulfur also results in the

removal of other trace compounds within the fuel that are primarily

- 10 -
Lubrication and Pumpability
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 (cSt) as delivered to
the fuel injection pump. Engines with unit injectors can expect a
20C (36F) temperature rise between the transfer pump and the
injector.
Engine Effects
High viscosity fuel will increase gear train, cam, and follower
wear on the fuel pump assembly because of the higher injection
pressure. High viscosity fuel also atomizes less efficiently and
the engine will be more difficult to start.
See the Heavy Fuel Oil section of 3600 Diesel Engine Fluids
Recommendations For Lubricants, Fuels, and Coolants,
SEBU7003 or contact your Caterpillar dealer for more information
regarding heavy fuel issues.
Lubricity and Low Sulfur Fuel
The fluid's lubricity describes the ability of the fluid to reduce the
friction between facing surfaces under load. This lubricity reduces
the damage that is caused by friction. Fuel injection systems rely
on the lubricating properties of the fuel.
NOTE: The fuel lubricity is important. You should consider
the fuel's lubricity whenever you operate the equipment in
arctic weather. Also, you should consider the fuel's lubricity
whenever you use fuels lower in viscosity. There are many
aftermarket additives that are available to treat fuel. If the
fuel's lubricity is an issue, consult your fuel supplier for
proper recommendations regarding fuel additives.

Low viscosity fuel may not provide adequate lubrication to
plungers, barrels and injectors causing excessive scuffing
and seizure. The use of low viscosity fuel should be
evaluated carefully.
Viscosity and Heavy Fuel
NOTE: Do not use Heavy Fuel in an engine that is not
configured for Heavy Fuel use.
The Caterpillar 3500 and 3600 Families of Engines can run on a
blend of heavy and distillate fuel. Viscosity is a key factor. With
special modifications, the 3500 Family Engines can burn fuel up to
180 cSt. Modified 3600 Family Engines can burn fuel with a rating
of 380 cSt or higher. Heavy fuel must be diluted or heated until the
fuel reaches a viscosity of 20 cSt or less before the fuel reaches
the fuel system. Unless the engine has extremely low rpm, there is
little economic benefit to trying to treat fuel with a higher viscosity
than 380 cSt.
In the United States (U.S), LSD will have 0.05 percent (500 ppm)
maximum sulfur. ULSD will have 0.0015 percent (15 ppm)
maximum sulfur.
In Europe, ULSD fuel will have 0.0010 percent (10 ppm) maximum
sulfur, and is typically referred to as "sulfur-free". Refer to the most
current revision level of "European Standard EN 590 (Automotive
Fuels - Diesel - Requirements and Test Methods)" for additional
information.
Note: "EN 590" currently allows up to 7 percent biodiesel blends.
Refer to the "Fuel Specifications" section and the "Biodiesel"
topic in this Special Publication for guidance when biodiesel will
be used.

Steps to Correct Viscosity Problems:

To handle high viscosity fuel, some additional installation
requirements may be needed, depending on the exact
viscosity. The installation may require:
Fuel tank and fuel line heating
Centrifuging and back flush filtering
Externally driven fuel transfer pumps
Additional fuel filtering
Washing of the turbocharger exhaust turbine
(3600 Family Engines).

- 11 -
Lubrication and Pumpability
As previously mentioned, the desulfurization process to produce The fuel's cloud and pour points are determined by the refiner.
low sulfur or ultra-low sulfur diesel fuel also removes molecules Generally, the cloud point is most important to you, since this is the
that are beneficial to the lubricity of the diesel fuel. As a result of temperature that fuel filter plugging begins to occur and stops fuel
the lowered lubricity, the fuel is less tolerant of contamination by flow to the engine.
water and dirt. Lower fuel lubricity can be seen as abrasive wear
of fuel system components. Fuels that have a low lubricity may Cloud Point
not provide adequate lubrication to the plungers and barrels of
injectors or may accelerate wear of fuel-lubricated fuel pumps. It is important to understand that the cloud point of a fuel is
This problem may be compounded in areas that require winter different from the pour point. There is no relationship between
blends of fuel. The lighter winter fuel blend has the following cloud point and the pour point. The cloud point is the temperature
characteristics: lower viscosity, lower cloud point and lower that allows some of the heavier components in the wax to solidify
pour point. in the fuel. This wax is not a contaminant in the fuel. .The wax is
an important element of No. 2 diesel fuel. The wax has a high
All low sulfur fuels do not have a low lubricity. The fuel's lubricity fuel energy content and the wax has a very high cetane value.
may be enhanced with additives. Many fuel suppliers treat the fuel Removal of the heavier wax lowers the cloud point of the fuel.
with these additives. Do not use a fuel lubricity additive before you Removal of the wax also increases the cost because less fuel
consult the fuel's supplier. Some aftermarket additives may not be can be made from the same amount of crude oil. Basically, a
compatible with the additives that are already in the fuel. Some No. 1 diesel fuel is formulated by removing the wax from a
additive packages supplied by the aftermarket manufacturer may No. 2 diesel fuel.
not be compatible with the seals that are used in fuel systems of
some diesel engines. Other additive packages supplied by after-
market manufacturers cannot provide proper performance in high
temperature conditions. These additives may leave deposits
because of the high temperatures that exist in the fuel systems of
diesel engines. Caterpillar offers a multi-functional fuel additive,
Cat Diesel Fuel Conditioner, that contains a lubricity-enhancing
additive and has been proven to not produce any undesirable
deposits when used as directed.

Perform the following tasks in order to help achieve the maximum

life of the fuel system: Use a reliable fuel supplier, perform proper
maintenance of the fuel system, and install Caterpillar high
efficiency fuel filters in the fuel system.

NOTE: Lighter fuels are frequently used in arctic tempera-

tures. Lighter fuels may include the following fuels: Jet A-1,
JP-8, JP-5 and kerosene. The fuel lubricity is not a require-
ment of the specifications for these fuels. Do not assume that
a fuel meets the minimum Caterpillar specification. Contact
the fuel supplier for proper recommendations on fuel lubricity
additives.

Cloud Point
The cloud point of a fuel is that temperature at which a cloud or
haze appears in the fuel. The haze appearance is caused by the
temperature falling below the melting point of waxes or paraffins
that occur naturally in petroleum products.

Engine Effects
The cloud point of the fuel must be below the lowest outside
(ambient) temperature to prevent filters from plugging.

- 12 -
Lubrication and Pumpability
Steps to Overcome a High Cloud Point Temperature
Three steps can be taken to cope with high cloud point fuels.
Step 1: Use a fuel heater when the outside temperature is below
the cloud point of the fuel. Since the cloud point is also the wax
melting point, when your fuel temperature is maintained above
the cloud point, the wax will remain melted in the fuel. The heater
should warm the fuel before it flows through the filter(s). Fuel
heaters often use the engine coolant to heat the fuel and prevent
wax particles from forming. Make sure the heater is capable of
handling the maximum fuel flow of the engine.
When the ambient temperature is low enough to require the use
of a fuel heater, start and run the engine at low idle until the fuel
temperature is high enough to prevent wax formation in the engine
fuel filter circuit. Otherwise, high fuel rates with cold fuel will
increase the risk of plugging.
Service Magazine, "Two New Cold Weather Fuel Heaters
Available", November 3, 1986, Form SEBD1686, Page 4
Service Magazine, "Fuel Heaters Are Now Available As An
Attachment For Some Machines", August 18, 1980, Form
SEBD1027, Page 3
Special Instruction, Form SEHS7643.
Step 2: You can also dilute high cloud point fuels with a low cloud
point fuel like kerosene. The following illustration contains a table
that can be used to find the necessary mixture for two fuels with
different cloud points. In order to use the table, you must know the
exact fuel cloud point of each fuel. This specification can change
from one purchase of fuel to the next purchase of fuel. The exact
fuel cloud point is normally available from personnel at the source
of the fuel supply. When fuels that have a lower cloud point are not
available, this method cannot be used.

NOTE: Do not allow the fuel to get too warm, because fuel
above 52C (125F) will affect the power output of the engine.
Never exceed 75C (165F) with straight distillate fuel. The
high fuel temperatures also affect the fuel viscosity. When the
fuel viscosity falls below 1.4 cSt, pump damage may occur.

See LEKQ4065, "Fuel Heaters for Cold Weather Operation",

Engine Data Sheet 64.5, for more information about heating No. 1
and No. 2 diesel fuels. Special Instruction, Form SEHS7653-02,
tells how to install the 8N9754 Fuel Heater on most Caterpillar
Engines. Also refer to the following publications for information on
other fuel heaters:

Service Magazine, "New Fuel Heater Prevents Cold Weather Fuel

Problems", October 7, 1985, Form SEBD1584, Page 10

- 13 -
Lubrication and Pumpability
2C (3 8 F)

-1 C (3 0 F)
Cloud Point of Heavier Fuel

Cloud Point of Lighter Fuel

-7 C (20 F)
C

A
-1 2C (10 F)

-18 C (-0 F) -18 C (-0 F)

-23 C (-10 F) -23 C (-10 F)

-22 C (-20 F) B -22 C (-20 F)

-3 4 C (-3 0 F) -3 4 C (-3 0 F)
-40 C (-40 F) -40 C (-40 F)
-46 C (-50 F) -46 C (-50 F)
-51 C (-60 F)

0 10 20 30 40 50 60 70 80 90 100

Percent of Lighter Fuel in Mixture

Fig. 6: Blending to lower Cloud Point

Step 3: The fuel manufacturer can also add flow improvers (wax
crystal modifiers) to the fuel. These do not change the cloud point
of the fuel but they do keep the wax crystals small enough to pass
through the fuel filter. Note that due to the chemical nature of biod-
iesel which is composed of a relatively narrow range of similar
molecules, biodiesel that reaches its cloud point will have waxing
of the majority of the fuel within a very small temperature range.
This is in contrast to petroleum-based diesel fuel which contains a
very broad range of hydrocarbons across a wide boiling point and
melting point range. Therefore, the effectiveness of cold flow
improvers is reduced with biodiesel or biodiesel blends as the
additive becomes quickly overwhelmed by the large percentage of
liquid molecules that become solid within a narrow temperature
range as the fuel cools.
For heavy fuels and blended fuels, see the "Blended [Heavy]
Fuels" section of this booklet.
To measure the pour point, the fuel temperature is lowered below
the cloud point in steps of 3C (5F) at a time. The temperature
is lowered until the fuel does not flow. The pour point is the last
temperature before the flow stops. At the pour point, the wax has
solidified out of the fuel. The wax makes the fuel more solid than
liquid. The pour point of the fuel can be improved. Improving the
pour point does not require the removal of important elements.
This process is the same process that is used to improve the cloud
point of a fuel.
A fuel's pour point should be at least 6C (10F) below the lowest
ambient temperature that is required for engine start-up and
for engine operation. To operate the engine in extremely cold
weather, No. 1 fuel or No. 1-D fuel may be necessary because
of these fuels' lower pour points.

Pour Point
The pour point of the fuel is the temperature that is 3C (5F)
above the temperature that is required for fuel to flow. The fuel's
pour point is at a temperature below the fuel's cloud point. Fuel
stops flowing below the pour point.

- 14 -
Lubrication and Pumpability
Steps to Overcome a High Pour Point Temperature
NOTE: Caterpillar does not recommend the use of
aftermarket fuel flow improvers because of possible
problems with compatibility.
The manufacturer of the fuel can add cold flow improvers to the
fuel. Cold flow improvers modify the wax crystals in the fuels.
The cold flow improvers do not change the fuel's cloud point.
However, the cold flow improvers keep the wax crystals small
enough to pass through standard fuel filters.
Fuel heaters cannot normally solve problems related to the high
pour point temperatures. The same table used for cloud point
can be used for an estimate of pour points. The cloud point table
can be used only if the fuels do not have additives which change
the pour point.
Note: A fuel heater is not effective for cold-soaked starts unless
the fuel heater can be powered from an external power source.
External fuel lines may require the use of heaters that circulate
the fuel.
WARNING
Overheating the fuel or the fuel filter can result in personal injury
and/or damage to the engine. Use extreme care and caution for
heating of the fuel filter.
Select a fuel heater that is mechanically simple, yet adequate for
the application. The fuel heater should also prevent overheating of
the fuel. Disconnect the fuel heater or deactivate the fuel heater in
warm weather. An unacceptable loss of fuel viscosity and engine
power will occur if the fuel supply temperature is allowed to
become too hot.
De-Icers
De-icers lower the freezing point of the moisture in the fuel.
De-icers are not generally needed when fuel heaters are used.
If you experience trouble, consult your fuel supplier for
recommendations of a compatible commercial de-icer.

Note: Only use properly sized fuel heaters that are controlled by
thermostats or use fuel heaters that are self-regulated.
Thermostatically controlled fuel heaters generally heat fuel to
15.5C (60F). Do not use fuel heaters in warm temperatures.

Note: Fuels with a high viscosity might require fuel heaters in

order to lower the viscosity to either 4.5 cSt or less for rotary
fuel injection pumps or 20 cSt viscosity or less for all other fuel
injection pumps.

NOTICE
Do not allow the fuel to get too warm, because fuel above
52C (125F) will affect the power output of the engine. Never
exceed 75C (165F) with straight distillate fuel. The high fuel
temperatures also affect the fuel viscosity. When the fuel
viscosity falls below 1.4 cSt, pump damage may occur.

- 15 -
Fuel Contaminants
You have just reviewed basic fuel properties and their effect on
an engine. It is important to understand contaminants as well.
Contaminants are outside elements which can get into fuel and
cause problems.

Water
Water can become a contaminant if the water is introduced into
the fuel during shipment or is the result of condensation during
storage. There are three types of moisture in fuel: dissolved
moisture (moisture in solution), free and dispersed moisture in
the fuel, and free and settled moisture at the bottom of the tank.
Most diesel fuels have some dissolved moisture. Just as the
moisture in air, the fuel can only contain a specific maximum
amount of moisture at any one temperature. As the temperature Fig. 7: Plunger scuffing wear due to water in the fuel breaking
down the lubrication film
drops, the amount of moisture that can be in the fuel will be lower.
For example, a fuel could contain 100 ppm (0.010 percent) of Salt water is the greatest single source of fouling deposits and
water in solution at 18C (65F). This same fuel can possibly hold corrosion in marine engines, especially in high temperature areas.
only 30 ppm (0.003 percent) at 4C (40F). Salt water can cause fuel injector and piston ring groove deposits
After the fuel has absorbed the maximum possible amount of and wear in fuel system plunger and barrel
water, the additional water will be free and dispersed. Free and assemblies.
dispersed moisture is fine droplets of water suspended in the fuel.
Since the water is heavier than the fuel, the water will slowly Steps to Overcome Effects of Water
become free and settled at the bottom of the tank. In the above Water can be reduced by draining the fuel tank regularly into a
example, when the fuel temperature was lowered from 18C suitable container.
(65F) to 4C (40F), 70 ppm of water became free and dispersed
in the fuel.
The small drops of water cause a cloudy appearance in the fuel.
If the change in temperature is slow, the small drops of water
can settle to the bottom of the tank. When the fuel temperature is
lowered rapidly to freezing temperature, the moisture that comes
out-of-solution changes to very fine particles of ice instead of small
drops of water.
The particles of ice are lighter than the fuel, and the particles of ice
will not settle to the bottom of the tank. When this type of moisture
is mixed in the fuel, this moisture will fill the fuel filters. The ice
crystals will plug the fuel filters in the same way as wax plugs the
fuel filters.
Engine Effects
Excessive water in fuel will cause fuel pump and injector damage
in most modern fuel systems which use fuel to lubricate the pump
or unit injectors. Excess water breaks down the protective film
strength of the fuel and leads to plunger scuffing and seizure Fig. 8: Example of a corroded injector component due to water
failures. See Figure 6 on this page. Removing excess water in the fuel
is extremely important when using low sulfur fuels. At cold
temperatures, dispersed moisture can freeze into tiny ice particles,
which may clog the fuel filters. Water can cause excessive
separator sludge after the fuel has been centrifuged.

- 16 -
Fuel Contaminants
NOTE: Discard any drained fluids according to local regula-
tions.

Obtain fuel from reliable sources.

Water separators should be used whenever possible. Your
Caterpillar Dealer can suggest appropriate water separators for
your application.
Removal of salt water in some applications will require the use of
centrifuges.
Use Cat bulk fuel filter/coalescer units to provide clean, dry fuel.

Water Separation
Water separators are critical to fuel treatment. Any excess water in
the fuel can cause a failure due to corrosion or scuffing from a lack Fig. 9: Water Separators
of lubrication. Separators must be used on engines with unit injec-
tors and sleeve metering fuel systems where fuel lubricates the
fuel pump or injectors.
Sediment and Particulate Contamination
Sediment consists of items like rust, scale, weld slag, dirt and
There are two types of water separators. The sediment type is other debris that often get into fuel tanks and cause problems.
used when the water separator is installed ahead of the fuel pump. Most sediment can be removed by settling, straining/filtration,
For sediment to settle correctly, the fuel tank should be in a loca- or centrifuging. Fuels with a higher viscosity (thicker) and higher
tion that is not subject to violent motion. specific gravity (heavier) often have more sediment because the
settling process is slower. As sediment increases, the amount of
A sediment water separator does not have a filtering media in usable energy in the fuel decreases.
the element. It does not normally need scheduled element
replacement. You may have to replace the element if it is All fuel should be clean before it reaches the fuel system in the
coated inside with dirt. engine. For most distillate fuels, this cleaning process consists of a
primary and secondary filter. For heavy fuels, the process is much
The coalescing type of separator must be used if the water in the more complex (see the section on "Fuel Treatment").
fuel is mixed or broken into small particles which do not settle. A
coalescing type of separator is used if particles are so fine they
make the fuel cloudy.

A coalescing type separator will separate all water from fuel. This
type of separator can be put anywhere in the fuel line, such as
next to the components that need the most protection from water.
The replaceable elements are composed of two-stage paper
media. You can tell the element is plugged when there is a lack of
fuel pressure.
The water separator shown on the left has a place for an available
water sensor. A sensor placed here alerts the operator with a light
when the separator reservoir needs emptying, decreasing the risk
of water entering the fuel system.

- 17 -
Fuel Contaminants
Fig. 10: Examples of plunger scuffing due to debris in the fuel
Fig. 11: Nozzle Orifice Wear. Cross section of nozzle with 3500
hours and poor fuel maintenance. Photographic magnification
50X
Make sure you know the percentage of sediment in the fuel you
purchase. If the sediment or water for distillate fuels exceeds
0.05% to the engine, consider other sources for fuel, or special
filtration, centrifuging or settling procedures. Fuel should be tested
often for both sediment and water. Testing is the only way you
can be assured that you are actually getting the quality of fuel
you paid for.
Reducing Effects of High Sediment Levels
Sediment will gradually be caught in the fuel filter, but this may
cause added expense in more filter changes. If sediment is not
removed before it enters the engines fuel system, the sediment
can result in severe fuel system wear. See Figure 9 on this page.
Removing as much sediment as possible before the fuel goes
into your engine is important. Sediment will reduce the ash
and particulate contamination which causes deposits, corrosion
and abrasive wear.
- 18 -
Fig. 12: Examples of poppet damage due to debris in fuel
Allow time for sediment to settle to the bottom of the tank. Your
engine will use the cleaner fuel at the top and you can drain the
sediment from the bottom. However, as the specific gravity
becomes higher, the settling method of removing sediment
becomes less effective.
See "Methods of Fuel Treatment", Page 26, to reduce filter
plugging due to sediment.
Cleanliness
For decades, fuel caps on Caterpillar machines boldly stated Buy
clean fuel keep it clean.
But what is Clean?
In order to determine if fuel is clean, we must be able to measure
cleanliness, and then compare it to a standard. Fuel cleanliness
can be measured using the same procedures that are used for lube
and hydraulic oils.
ISO Size Categories
The ISO system uses a series of three particle size categories to
identify the approximate number of particles of three different sizes
which are present in one cubic milliliter oil. The three ISO particle
size categories are shown in this chart on the left.
ISO Standards
Hydraulic and lube oil cleanliness is generally expressed in
terms of ISO rating. This refers to the International Standards
Organization Standard 4406, which classifies fluid cleanliness
by the number and size of particles in a certain quantity of fluid.
Particle size is measured in microns, which is very small.
Fuel Contaminants
A micron is one millionth of a meter or 4 / 100,000 of an inch.
A human hair is about 4/1,000 of an inch
or 100 microns in diameter
The smallest particle that can be seen
by the human eye is about 40 microns
The critical particle size for wear
particles in a modern diesel engine
fuel system is 5 7 microns
The number of particles of each size are categorized in ranges
shown in the chart. Notice that each range is twice the size of the
range that precedes it. The most common ranges used to express
fluid cleanliness are usually from 13 to 24.
An example of dirty fuel would be 21/19/17. This would contain the
following:
Particle Size ISO Range Number of Particles in 1 ml
4 microns 21 10,000 20,000
6 microns 19 2,500 5,000
14 microns 17 80 160
An example of very clean fuel would be around 18/16/13
Particle Size ISO Range Number of Particles in 1 ml
4 microns 18 1,300 2500
6 microns 16 320 640
14 microns 13 40 80
With thin fluids that contain large amounts of very small particles,
such as diesel fuel, Caterpillar uses all three numbers in the ISO
code. However, on thicker viscosity hydraulic and lube oils, the
number of very small particles is less important. Fluid cleanliness
is usually expressed using only the two larger particle sizes. As an
example, 18/16/13 would be stated as simply 16/13.
What Is Clean Fuel?
Clean fuel is a term that is often used and seldom defined.
Caterpillar has established a minimum standard for fuel cleanliness
of ISO 18/16/13 for particulates and maximum water content of
1,000 parts per million, or .01%.
At 18/16/13 or cleaner, the standard filtration on a machine is
adequate to provide final filtration without filter plugging in most
applications. If water or particulates exceed this level, additional
fuel filtration is required. Fuel may be further cleaned on the
machine by increasing onboard filtration capacity, or by bulk
filtration on the fuel supply tank.
The number of particles greater in diameter than:
4 microns
6 microns
14 microns+
- 19 -
Word Pics:
{Clean fuel is a term that is often used and seldom defined.}
What happened to 2-micron filters?
From their initial introduction in 1990 until recently, Caterpillar High
Efficiency filters were commonly referred to as 2-micron absolute
filters. The term absolute is often used to describe a filter with an
efficiency capable of capturing nearly 100% at the rated particle
size in a single pass. Today, the same filters are referred to as
4-micron absolute filters. What changed?
Actually, the filters stayed the same and the system of
measurement changed
Automatic particle counters are used to measure fluid cleanliness
in fuel and hydraulic fluids. These machines are relatively accurate
and repeatable in counting particles larger then 10 microns in size.
However, counting particles smaller than 10 microns with accuracy
and repeatability has always been a problem.
In the late 1990s, a totally new calibration fluid and calibration
procedure was developed in order to provide:
- More accurate size measurement of particles smaller than
10 microns
- Improved worldwide consistency in calibration of automatic
particle counters
Chart A:
Old Standard New Standard
AC Fine Dust Test ISO Medium Test Dust
ISO 4406:1987 ISO 4406:1999
At Micron Size At Micron Size
4
5 6
15 14
Not traceable Traceable, certified NIS
Not certified Stringent quality control
Sized by optical microscope Sized by electron microscope
Inaccurate particle sizes and counts below Conforms to ISO
9000 and QS 9000
10 microns
This new fluid and calibration procedure was adopted by the
following groups and is now the accepted worldwide standard:
- (NFPA) National Fluid Power Association
- (NIST) National Institute of Standards and Technology
- (ISO) International Organization for Standardization
Unfortunately, the improvements to the calibration process also
changed particle size measurements from the old process. The
chart below shows the differences in size measurement between
the old and new system.
Fuel Contaminants
Chart B: Sludge and Fibers
Old Standard New Standard
AC Fine Dust Test ISO Medium Test Dust Both sludge and fibers can contaminate fuel during handling and
Micron Size Micron Size storage. Storage tanks, fuel pipe lines and barge transportation
Particles smaller 1 4.2 all contribute to these contaminants.
than 10 microns 2 4.6
measure 3 5.1 Engine Effects
larger 5 6.4
Fibers cannot be removed except by filtering. Sludge will rapidly
Particles around 10 7 7.7
foul the centrifugal purifiers. Both of these contaminants will clog
microns measure 10 9.8
strainers and fuel filters. If fuel with sludge is burned in the engine,
about the same 15 13.6
the sludge will cause filter fouling.
Particles larger 20 17.5
than 10 microns 25 21.2
The only solution to a sludge or fiber problem is to replace (or
measure smaller 30 24.9
clean) the filters often until the contaminating fuel supply is
40 31.7
completely used, then clean the fuel tank and use clean fuel.
Consequently, the former 2-micron High Efficiency filter is now
rated as a 4-micron filter.
Sludge and Blended Fuel
High Efficiency VS. Advanced EFFICIENCY Filters Fuels must be compatible to be correctly blended. To prevent the
sludge which occurs when fuels are not blended correctly, test
The terminology to describe filter efficiency has also changed
every cutter stock and heavy fuel before blending. Keep your fuel
in recent years. For decades there was only one grade of filter.
tanks separate. Incompatibility is often caused by mixing the fuel
Standard efficiency filters ranged in efficiency from about 50%75%
from different tanks. Keep the fuel in separate storage, settling and
in a single pass. In 1994, the 2-micron High Efficiency fuel filter was
service tanks.
introduced with a single pass efficiency of more than 98%. At the
time, this was the ultimate quality filter available from Caterpillar.
Since 1994, both Standard and High Efficiency filters have been
offered. However, rapid advances in filter media technology will
provide even better filters in the near future.

In order to clearly identify different levels of filter efficiency,

Caterpillar will offer three different families of filters in the future:

Standard Efficiency Remains unchanged.

Advanced Efficiency Will be the new name for the current High
Efficiency filter.
Ultra-High Efficiency A future new class of filters with efficiency
even greater than todays High Efficiency filters. The new Ultra-High
Efficiency filters will also have the ability to trap and hold up to 3
times more debris than todays High Efficiency filters.

Maximize Durability
Modern high-pressure fuel systems on todays Caterpillar engines
are designed to last until engine overhaul. Providing very clean fuel
to the fuel system is the best way to maximize life and receive the
value that was built into the system.

- 20 -
Fuel Contaminants
Sludge causes:
Rapid strainer and separator plugging
Injection pump sticking
Injector deposits
Exhaust valve deposits
Turbocharger turbine deposits

Once sludge is encountered, you have only two choices to make.

You may either continue to burn the fuel (with higher maintenance
and filter costs), or switch fuel supply tanks, dispose of the bad
fuel, and clean the fouled tank.

Reid 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.
The vapor is highly volatile. Adequate tank venting is required to
eliminate the possibility of damage to the fuel tanks, and reduce
the possibility of explosion. A reid vapor pressure over 20 psi will
require venting and a vapor trap. All tanks must be sufficiently
vented and fumes disposed of properly.
Fuel can be contaminated through tank vents. Cat recommends
a two-micron breather filter be installed on all tank vents in dusty
conditions.
Fig. 13: Microorganisms in fuel
Bacteria grows in long strings and has a slimy appearance.
A biocide added to the fuel will kill the growth and/or slow its
formation. Filtering the fuel, or proper disposal after using the
biocide, is required to eliminate filter plugging. Bacteria lives in
water and feeds on fuel at the fuel/water interface. Use a biocide
that has dual solubility in both the water and fuel phase to ensure
maximum effectiveness. An example of such a product is Kathon
FP 1.5.
Steps to minimize problems with bacterial growth:
Periods of long fuel storage should be avoided. Do not store
fuel for more than one year.
Minimize fuel/water contact which promotes bacterial growth,
because bacterial growth occurs at the water to fuel interface.
Biodiesel blends increase the likelihood of biological growth

Asphaltenes
Asphaltenes are components of asphalt that are insoluble in
petroleum naphtha and hot heptanes, but are soluble in carbon
disulphide and benzene. Asphaltenes are hard and brittle
and are made up of long molecules with high weight. In high
concentrations, asphaltenes can cause filter plugging.
Asphaltenes 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.

Microorganisms 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.

- 21 -
Corrosion
Copper Strip Corrosion
Copper strip corrosion is discoloration on a polished copper strip
when immersed in fuel for three hours at 100C (212F). Any fuel
showing more than slight discoloration should be rejected.
Many types of engine parts are of copper or copper alloys. It is
essential that any fuel in contact with these parts be noncorrosive
to the parts. Certain sulfur derivatives in the fuel that are likely
sources of corrosion.
Maintain a regular engine oil analysis program, Cat Scheduled
Oil Sampling (SOS) Services which includes infrared (IR)
analysis.
Follow standard oil change intervals unless SOS or known
sulfur content indicates differently.
Maintain the crankcase breather system to prevent condensation
in the crankcase oil, which will cause rapid TBN depletion.
NOTE: The best way to determine the TBN of an oil is to have
an oil testing lab perform an analysis.

The copper strip corrosion test is a widely accepted procedure to

evaluate the corrosive properties of oils and fuels to copper.

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. Water vapor, which
is a product of internal combustion, can mix with hydrogen sulphide
to make a stronger, liquid corrosivesulfuric acid (H2SO4). Internal
components, particularly valve guides, piston rings , Air-to-air after-
coolers (ATAAC), and cylinder liners, become worn more quickly if
sulfuric acid is present. Engine service life is also shortened.

Engine oils recommended by Caterpillar have special additives Fig. 14: Fuel sulfur damage
in them to neutralize these types of acidic products. Sometimes
additives are not enough. If analysis of the fuel shows the
concentration of hydrogen sulphide to be greater than 0.05% of
the total fuel volume, then the preventive steps which follow must
be taken.

The coolant temperature, as measured at the engine outlet, must

be kept at a minimum of 88C (190F). This higher temperature
will decrease the amount of water that condenses on the cylinder
walls. See Page 11 for further information.
Consult your Caterpillar Dealer for further recommendations if the
H2S in your fuel is greater than 0.05%.

Steps to Help Prevent Fuel Sulfur Damage

Know the sulfur content of your fuel. Analyze your fuel often.
Caterpillar recommends you check each bulk fuel delivery,
especially if fuel quality is questionable.
Keeping the normal operating temperature in your cooling
system above 80C (175F) will help limit the condensation
of sulfur compound vapors on cylinder liner walls. Use a
higher opening temperature thermostat (82C [180F] on inlet-
controlled engines and 88C [190F] on outlet-controlled
engines.).
Select the correct oil with a Total Base Number (TBN) which is
20 times the fuel sulfur content to counteract acid formation. For
more information, see "Oil and Your Engine", Form SEBD0640.

- 22 -
Corrosion
Sodium or Sodium Chloride (Salt) Additional Elemental Contamination in Diesel Fuel

Sodium is an alkaline, metallic element. Sodium 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. Sodium can also
be present in crude oil in its natural state. Sodium salt is used in
salt dryers at refineries to remove water contamination from fuel.
Sodium is also used in the form of sodium hydroxide during the
production of biodiesel.
Two other elements that may be measured in trace quantities in
diesel fuel are zinc and copper. Both are capable of catalyzing the
oxidation of the diesel fuel, which can lead to fuel-related deposits.
Typical sources of zinc and copper are trace amounts that are
leeched from storage tanks of fuel coolers. If fuel system deposits
due to fuel oxidation are seen, consider changing fuel storage
tanks or fuel cooler equipment to materials such asa carbon steel,
plastic (for storage tanks), or stainless steel.

Engine Effects
Sodium acts as a catalyst for vanadium corrosion. When sodium
and vanadium combine, they react to form compounds which melt
within normal engine operating temperatures.

The sodium/vanadium combination causes high temperature

corrosion of exhaust valves. The combination can also cause
turbocharger turbine and nozzle deposits.

Sodium has also been known to react with certain fuel additives,
such as detergents or corrosion inhibitors, and form sodium salts
that are not soluble in diesel fuel. These salts can end up causing
plugging of bulk or engine fuel filters, or form deposits on metal
surfaces within the fuel system.

In engines that use exhaust aftertreatment that includes diesel

particulate filters (DPF) to reduce particulate matter emissions,
sodium is an element that is catergorized as ash, which is not
removed during DPF regeneration. Sodium contributes to ash
accumulation that adversely affects the life of the filter if ash
accumulates too quickly.

Steps to Reduce the Effects of Sodium

Fuel can be blended to reduce the concentration of sodium.
Handle and store fuel in a manner which minimizes the
exposure to salt water and salt water-laden air.
Ensure biodiesel used meets the specification requirement and
does not exceed the maximum allowed sodium content.
When seeing additive-related filter plugging on fleets of
equipment, bulk filtration including particulate and coalescing
filters have been shown to be helpful. By causing plugging
of the filters and coalescers, the filter plugging issue can
be isolated to the bulk filtration unit, allowing the fleet of
equipment to run without individual events of filter plugging.

- 23 -
Corrosion
Vanadium Steps to Help Prevent Vanadium Corrosion Damage

Vanadium is a metal present in some heavy fuels. Removing or
reducing this element at the refinery is impractical.
Vanadium compounds can accelerate deposit formation. Vanadium
is not present in distillate fuels.
Vanadium compounds must reach their melting point to become
active. The best corrosion control is to limit exhaust valve
temperatures by limiting the temperature of the exhaust gas.
Cooler temperatures allow an engine to tolerate more vanadium in
the fuel.

Engine derating is one method of reducing exhaust valve

temperatures. Other measures (usually requiring engine design
changes) are:
Using special heat resistant materials.
Rotating exhaust valves (standard on Caterpillar Engines).
Special cooling of high temperature parts.
Blending the fuel with low vanadium fuel will reduce effects.

Fig. 15: Vanadium corrosion on valve

Engine Effects
Vanadium in the fuel quickly corrodes hot components. It will often
first appear in the form of molten slag on exhaust valve seats.

Vanadium forms highly corrosive compounds during combustion.

These compounds attach to hot metal surfaces, like exhaust valve
faces. Vanadium compounds become molten on the valve and
remove the oxide coating. Leak channels can form on the valve
face. Valve seat contact is reduced and cooling is further impaired.
When valve temperatures rise, vanadium corrodes the metal even
faster. Severe valve face wear results. Valves can wear out in a
few hundred hours when vanadium content in a fuel is high.

Vanadium can also damage fuel injector tips and turbocharger tur-
bine components.

- 24 -
Combustion Chamber Deposits
Engine Effects
Carbon Residue
Ash deposits can cause localized overheating of metal surfaces,
Carbon residue is a measure of the tendency of a fuel to form
such as the exhaust valve seat, eventually causing a valve failure.
carbon during combustion. Carbon rich fuels are more difficult to
Ash in the fuel and ash deposits can also result in abrasive
burn and lead to the formation of soot and carbon deposits.
wear of cylinder liners, piston rings, valve seats, injection pumps,
injectors and turbocharger.
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 0.35% (using
the ASTM method D189 Conradson Test). ASTM method D524 is
for Ramsbottom carbon residue.

Engine Effects
High carbon levels can cause incorrect combustion. Hot spots on
the liners, and a burned oil film can also result. The hot spots and
burned oil film can cause piston scuffing, cylinder liner wear, stuck
rings, turbocharger deposits, and engine deposits.

Fig. 17: Ash deposits on valve

Ash can also clog fuel nozzles or injectors. As previously

mentioned, ash also builds up in the diesel particulate filter of
engines with advanced aftertreatment.

Steps to Help Prevent Ash Deposits:

Use filters and settling tanks to remove solids.
Keep valve seat temperatures as cool as practical.
On 3600 Family Engines, use a turbocharger exhaust turbine
wash attachment.
Avoid the use of unproven fuel additives.

Fig. 16: Excessive carbon build-up
Deposits cause engine fouling and abrasive wear. Deposits
can form on the fuel injection nozzles, pistons, valves and
turbocharger.
Carbon can also create sludge in the fuel centrifuge (if equipped)
and prematurely plug the fuel filter. Cleaning the centrifuge and
replacing the fuel filters more often is important under conditions
where high carbon levels exist.
Ash
Ash consists of metal and other contaminants that cannot be
burned in the engine. These contaminants form yellow- to-beige
colored deposits on hot metal surfaces.
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. These chemical structures are
called aromatics because many of their derivatives have sweet
or aromatic odors.
Other types of hydrocarbons are formed during the petroleum
refining process. Olefins, for example, are a series of unsaturated,
relatively unstable hydrocarbons with at least one double bond
in the molecular structure. The double bond is chemically active
and provides a focal point for the addition of other reactive
elements, such as oxygen. Due to the ease of oxidation, olefins
are undesirable in petroleum solvents and lubricating oils.
Examples of olefins are: ethylene and propylene.

- 25 -
Burning Characteristics
Atmospheric Distillation Curve
Crude oil is generally subdivided into products by different
boiling temperatures through a distillation process. Liquid
petroleum fuels are examples of some of the products made
by the distillation process.
As the temperature rises the crude oil changes from a liquid to
a gas and rises in a large column positioned over the kettle.
Products such as gasoline, kerosene, and diesel fuel are cooled
back to a liquid at different levels in the column by cooling the gas
(condensation). These fuels are collected at this point and drained
off. Each of these fuels are made of several different hydrocarbon
sizes, and through a more careful distillation could be separated
further. This additional distillation is done in the laboratory on
small samples which show percent of gasoline, diesel fuels, and
other heavier materials that were in the final product.
Fuel Distillation Curve
Figure 17 is known as a distillation curve. The curve is used to
determine the burning characteristics of the fuel. The fuel will
give an indication of the fuel's ability to start the engine, the
power, exhaust emissions, and the liquid spray length after fuel
injection before vaporization inside the combustion chamber.
The combination of the gasoline and naphtha fractions which
have low cetane numbers should not exceed 35% of the total
crude. In atmospheric distillation, these fractions boil off below
200C (392F). The kerosene, distillate, and gas oil fractions
combined should make up at least 30% of the total because
they have high cetane numbers. In atmospheric distillation,
these fractions boil off between 200C (392F) and 360C
(680F), the cracking temperature.

FUEL DISTILLATION CURVE

120

100

ASTM D975 No.1-D ASTM D975

No.2-D
80
Fuel Distillation - %

Maximum,
60 Cat Diesel Fuel
Specification

40
Example of 1-D fuel (1-D) Example of 2-D fuel

20 All Temperatures -
Maximum Values
Minimum
Except where Noted

0
100 200 300 400 500
Temperature - Celsius

Fig. 18: Fuel Distillation Curve

- 26 -
Starting Characteristics
Cetane Number or Index
The cetane number is a measure of the ignition quality of the fuel,
which affects engine starting and acceleration. Cetane number is
based on the combustion characteristics of the cetane molecule,
which is a straight-chain hydrocarbon with sixteen carbon atoms
that very readily combusts under compression ignition conditions.
Pure cetane is given an arbitrary ignition rating of 100 and the
cetane number for a fuel is related back to pure cetane with a
higher number indicating shorter ignition delay and better overall
ignitibility. A higher number is more desirable. Fuel with a high
aromatic content usually has a lower cetane number. Aromatics
run the entire density range. Due to the cost and sophistication
of measuring cetane number, often cetane index is used as a
reference of the combustion quality of the fuel. Cetane index is a
calculation that uses multiple physical properties of the fuel which
are much easier to measure. A correlation of cetane number and
physical properties of many fuel samples was established by
ASTM, and the corresponding calculation is used to estimate the
cetane number of fuels based on this determined correlation.
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.
Cetane Number
The cetane number of the fuel has an effect on the ability of the
engine to start. Also, the cetane number has an effect on the
interval of time before the engine runs smoothly. Generally, an
increased of ten in the cetane number will allow the engine to be
started at a lower temperature. The starting temperature can be
improved approximately 7 to 8C. (12 to 15F) for every
increase of ten in the cetane number. After the engine reaches
the normal operating temperature, a change in the cetane from
40 to 50 will have a minimal effect on engine performance.
Engine Effects
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
- 27 -
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.
Blended fuels or additives can change the cetane number. The
cetane number is difficult and expensive to establish for blended
fuels due to the complexity of the required test.
White exhaust smoke is made up of fuel vapors and aldehydes
created by incomplete engine combustion. Ignition delay during
cold weather is often the cause. There is not enough heat in the
combustion chamber to ignite the fuel. Therefore, the fuel does
not burn completely.
Using a cetane improver additive can often reduce white smoke
during engine start-up in cold weather. The additive increases the
cetane number of diesel fuel which improves ignition quality, and
makes the fuel easier to ignite and burn.
The cetane number sensitivity can also be reduced in an engine
by raising the inlet air temperature. Depending on the engine
design this may be achieved for starting purposes with glow
plugs, other types of electrical resistance or by igniting a small
amount of fuel injected into the intake.
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 reasonsnot
for engine operating characteristics.
The minimum flash point for most diesel fuels is about 38C
(100F).
Starting Characteristics

WARNING
WARNING: For safety, maintain storage, settling and service
fuel tanks at least 10C (18F) below the flash point of the
fuel. Know the flash point of the fuel for safe storage, and
handling, especially if you are working with heavy fuels that
need heating to a higher temperature to flow readily.

Air
Air can be dissolved in fuel, and it can also be pulled into the fuel
lines by a leak on the suction side.

Engine Effects
Air in the fuel will cause starting problems, "missing", low power
and smoke problems. Air can also cause excessive white smoke
in some engines. Excessive air can also cause cavitation of high
pressure fuel pumps or cavitation of fuel injectors.

Reducing the Effects of Air in the Fuel System

Remove air by bleeding the fuel system. Check for dissolved air in
fuel with a 2P8278 Fuel Flow Tube shown below in Figure 18.
Sometimes leaks in the low pressure side of the fuel system can
cause a problem with dissolved air. The leaks must be corrected
first, then bleed the fuel system.

Fig. 19: Use a 2P8278 Fuel Flow Tube to check for excessive
air dissolved in diesel fuel

- 28 -
Abrasives
Catalytic "Fines"
Catalytic "Fines" are small, hard particles which originate at the
refinery. Catalytic "Fines" 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. These
contaminants are usually present in residual and blended fuels.
Silicon particles can also be introduced through improper handling
and storage.

Engine Effects
Catalytic "Fines" will damage your engine if they are present in
significant quantities. These abrasive fines can damage pumps,
injectors, piston rings and cylinder liners.

Steps to Remove Catalytic "Fines" from Fuel:

Proper fuel treatment methods (centrifuging and filtration) will
remove these particles.

- 29 -
Fuel Stability
Gums and Resins
The gums and resins that occur in diesel fuel are the result of
dissolved oxidation products in the fuel that do not evaporate
easily. The products that are dissolved in the fuel also do not
burn cleanly. Excessive gum in the fuel will coat the inside of
fuel lines, pumps, and injectors. Excessive gum will also interfere
with the close tolerances of the moving parts of the fuel systems.
Gum and resin in the fuel will also cause the filter to plug rapidly.
Oxidation of the fuel will occur and the formation of additional
gums and resins will occur during fuel storage. The storage
time for fuel needs to be minimized in order to help reduce the
formation of gums and resins.
Note: Even when all fuel storage maintenance practices that are
relevant to your application are followed, Caterpillar recommends
a maximum of one year from production for distillate diesel fuel
storage, and a maximum of six months from production for
biodiesel and blended biodiesel storage. The storage time for
fuel needs to be minimized in order to help reduce the formation
of gums and resins.
Fuel Storage
Diesel fuel is more prone to oxidative attack in storage and to
thermal degradation in use than gasoline because diesel fuel
contains more sulfur and nitrogen and higher molecular weight
components resulting in higher distillation end points.
Commercial diesel fuels will usually contain a variety of additives
that improve or add desirable properties. Fuel stability additives
are extensively used in diesel fuels to prevent oxidative
breakdown of the fuel into gums and polymeric sediment
during storage.
But the fuel still has a finite storage life which is usually limited
to about one year. Care should also be used to prevent water
and other contaminants from getting into the storage tanks to
reduce the effectiveness of built-in resistance.

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, the fuel can change its characteristics of being totally mixed
to separating into components like asphaltenes. This separation
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 over
one year.

- 30 -
Fuel Oxidation/Polymerization Reactions and Injector Deposits
One of the biggest issues facing fuel systems today is the impact of
fuel oxidation and injector deposits. Fuel oxidation refers to reac-
tions of fuel molecules with oxygen that can lead to fuel degrada-
tion and the formation of insoluble by-products. Fuel polymeriza-
tion reactions refers to the reactions of molecules in the fuel with
one another that result in molecules that grow larger and larger in
size until they are too large to remain in liquid form.
Fig. 20
Whatever the path to fuel degradation, the end result can be fuel
degradation by-products that may lead to internal or external
injector deposits. In the absence of fuel degradation, other factors
relating to the diesel fuel and fuel properties can influence deposit
formation (additional information discussed later). External injec-
tor deposits are often referred to as coking deposits. Internal
deposits can cause problems such as malfunctioning of moving
injector components. Both external and internal deposits can result
in power loss issues if fuel injection is no longer occurring in the
designed manner.
Coking Mechanism
Nucleation Growth Deposit Accumulation
METAL SURFACE METAL SURFACE
Fig. 21
- 31 -
Factors Affecting Fuel Oxidation/
Polymerization and Formation of
Injector Deposits
Fuel distillation curve high percentages of larger compounds
can correspond to compounds that essentially degrade rather
than properly combust in the combustion chamber. These
degradation products can deposit on injector tips or onto other
components in the combustion chamber.
Temperature The rate of fuel degradation is highly dependent
on the temperature to which the fuel is exposed. As a general
rule of thumb, chemical reaction rates double for every 10C
temperature increase.
Aromatics and olefin content Aromatics and olefins are chemical
molecules that contain double bonds within their structure. These
double bonds are significantly more reactive than the single bonds
in the other hydrocarbons present in the fuel. Higher content
of aromatics and olefins mean increased likelihood of chemical
polymerization and therefore the likelihood of injector deposits.
Increased oxidation rate due to catalyzing metals Certain
metals such as zinc, copper, bronze, brass, lead, and tin are
known catalysts for fuel oxidation, increasing the rate of fuel
oxidation and potentially increasing deposit formation. This is
more of a concern when there is a large surface area of these
catalyzing metals that contact the fuel, such as when used in
heat exchangers used for fuel temperature control.
Biodiesel Poor quality biodiesel can inherently contain
contaminants, such as glycerin or unreacted portions of the oil
used to produce the biodiesel, that deposit out onto fuel system
surfaces. Biodiesel also has inherently poor oxidation stability,
meaning that it is prone to oxidation that eventually results in
in-soluble degradation by-products that can cause injector
deposits.
Using used engine oil as fuel With a few exceptions, the burning
of used engine oil diluted into diesel fuel is typically not recom-
mended (refer to engine O&MM for more information). The base
oil in engine oil is comprised of hydrocarbons that are above the
boiling point range of diesel fuel and are therefore not ideally
suited for combustion in comparison. Engine oil also contains
significant amounts of additives that are not readily combustible.
In addition, used engine oil contains other contaminants such
as soot. The end result of attempting to use engine oil diluted
into fuel, especially in modern fuel systems, is a much higher
likelihood of the formation of injector deposits.
Fuel Oxidation/Polymerization Reactions and Injector Deposits
Reducing Injector Deposits
Use of acceptable quality fuel Use only diesel fuel and
biodiesel that meets the appropriate industry specifications for
your engine. Purchase fuels from a reputable supplier with a
proven track record of quality. Do not use biodiesel in amounts
above the recommended blend level for your engine.
Temperature As previously described, temperature plays a key
role in fuel degradation. Limiting the exposure of fuel to high
temperatures limits the rate of degradation.
Avoid catalyzing metals Avoid the use of fuel-contacting storage
tanks, transfer pipes, heat transfer equipment, etc. that contain
metals such as zinc, copper, bronze, brass, lead, and tin which
accelerate the oxidation of diesel fuel and biodiesel. Aluminum,
cast iron, and stainless steel are preferred alternatives.
Prevent deposit build-up by use of a fuel conditioner While
many precautions should be taken when considering the use
of aftermarket fuel conditioners, their use may be beneficial to
preventing fuel degradation and injector deposits. For instance,
Cat Diesel Fuel Conditioner contains chemicals to slow the rate of
fuel degradation as well as detergents to clean deposits as they
occur and keep them from growing in size. Do not inherently trust
the advertising claims made by other fuel conditioners. Refer to
SEBU6250, SEBU6251, or SEBU6385 for more guidance on the
use of aftermarket fuel additives.
Clean Existing Deposits by use of fuel system cleaner There
exist many aftermarket fuel system cleaners that are intended
to clean off deposits that have formed in the fuel system. Again,
do not inherently trust the advertising claims made by other fuel
conditioners. Refer to SEBU6250, SEBU6251 for more guidance
on the use of aftermarket fuel additives.

- 32 -
Fuel Treatment
Fuel treatment is another key element in using heavy fuels.
Heavy fuel and crude oil can usually be treated to give acceptable
performance. Fuel treatment is usually done on site.

There are several procedures for determining a fuel treatment

program. First, perform a fuel analysis according to the correct
fuel specifications. Then, consult local suppliers or a manufacturer
of a fuel treatment plant for your application. A typical heavy fuel
treatment layout looks like this:

Vent Vent

Transfer Vent
Diesel Oil Residual Fuel
Pump
Bunker Tank Bunker Tank
Heater
Settlin g
Tank
Heater

Automati c
To Backflushing
To
Pro Sludge Pro Filter
Sludge
Heater Tank Heater
Tank
Centrifuge Module Two Centrifuge Module

Diesel Oil Residual Fuel 3 Way

Day tank Day Tank Valve
Heater
3 Way M ixing Engine
Valve Tank

Circulatin g
Pump

Final Duplex Viscometer

Heaters Heaters

Fig. 22: Schematic of complex fuel treatment layout

- 33 -
Fuel Treatment
Methods of Fuel Treatment Venting

There are several methods of fuel treatment. Depending on Venting releases gaseous hydrocarbons and water vapor from the
the engine and the fuel, these methods are usually used in fuel after it has been heated. Proper venting is needed to prevent
combination with one another. the risk of explosion.

Settling Additives

Settling is the most basic form of fuel treatment. Gravity causes
the heavier solids in the fuel to be settled out while the fuel is in
the tank. Water is also separated. It is best to allow fuel to settle
at least 24 hours before using it. Allowing 24 hours reduces the
load on the fuel centrifuging equipment. After the majority of
contaminants and water have settled out, the contaminates can
be drained from the bottom of the tank.
Centrifuging
Additives can neutralize undesirable fuel properties. Some
additives improve ignition quality. In general, Caterpillar
does not recommend the use of fuel additives generally speaking,
but recognizes there may be unique needs that require it.
Reasons such as to enhance fuel lubricity, improve the fuel
cetane number, or improve cold flow are some examples.
Consult your fuel supplier for assistance and refer to the
Operation & Maintenance Manual of your Cat equipment
regarding the use of aftermarket products.

Centrifuging separates suspended solids and/or water from Application May Affect Fuel Treatment
fuel by spinning it around in a centrifuge. Heavier particles are
separated during this action. The engine application often determines the best method of fuel
treatment.
Primary Filtering
The first or primary filter removes both large and small particles.
It lengthens the life of the secondary filter and reduces wear on
the fuel transfer pump from abrasives. Caterpillar recommends
installation of a primary fuel filter on all of its diesel engines,
regardless of fuel used.

Secondary Filtering or Final Filtering

Secondary or final filtering is the filtering normally sold by
Caterpillar and mounted on the engine. Even with external
filtering, this final filter should be maintained and used in all
installations.

Heating
With blended fuels, fuel must be heated to lower the viscosity at
the fuel transfer pump. Heating allows fuel to flow because solid
waxes and gums are dissolved. Water and volatile hydrocarbons
evaporate, so volatile hydrocarbons must be vented.

Fuel can be heated with a heat exchanger, steam or electric coils,

provided appropriate safety precautions are taken. Some method
of temperature control is desirable, because fuel that is too warm
will affect engine performance.

- 34 -
Fuel Treatment
Example Application #1: Large, low speed (up to 500 rpm) Vokes, Ltd.
marine engines used for propulsion and 3500 or 3600 Family Henley Park
Engines used for auxiliary power. Guildford, Surrey GU32AF
United Kingdom
Method of treatment: The shipyard or main engine supplier is Telephone: 483 569971
usually responsible for the fuel treatment plant. If the fuel meets Telefax: 483 235384
minimum specifications, Caterpillar auxiliary engines can use the www.sales@vokes.com
same fuel as the main engines. Fuel that does not meet these
specifications must be blended. Blended fuel requires coordination Fleetguard Inc.
of blender flow requirements, a blended fuel day tank, self-cleaning P.O. Box 428
filters, centrifuges or immersion-type filters. Cleaning fuel with Stoughton, WI 53589
full-flow centrifuging or bypass centrifuging might be necessary. U.S.A.
Glacier or immersion-type filters are needed, particularly on fuels Telephone: (608) 873-4200
IF80 or above.
Boll Filter Corp.
Example Application #2: 3600 Family Engines used for 9282 General DriveDr., Suite 180
propulsion, with a 3500 Family Engine or smaller engines used Plymouth, MI 48170
for auxiliary power. U.S.A.
Telephone: (734) 451-4680
Method of treatment: Vendors of fuel treatment plants provide Telefax: (734) 451-4681
technical guidance on design and layout. Detailed guidance
on fuel treatment should be obtained from one of the following Motor-Services HugoStamp, Inc.
vendors of mechanical-type fuel treatment equipment: Ft. Lauderdale, FL 33315
USA
Alfa Laval, Inc. Telephone: (954) 763-3660
5400 International Trade Drive Telefax: (954) 763-2872
Richmond, VA 23231 www.info@mshs.com
U.S.A.
Telephone: (804) 222-5300 Boll & Kirch Filterbau BmbH
Siemensstrasse 10-14
Alfa Laval, Inc. D50170 Kerpen
Box 500 Germany
14700 Tumba, Sweden Telephone: (0) 2273-562-0
Telephone: 46-75330018 Fax: (0) 2273-562-223
Westfalia Separators, Inc. www.info@bollfilter.de
100 Fairway Court
Northvale, New Jersey 07647 It may be more economical to have marine fuel treated on shore.
U.S.A. Shore treatment reduces the installation cost of the treatment
Telephone: (201) 767-3900 plant and better allows experienced personnel to operate the
complicated fuel filtering equipment.
Westfalia Separators, AG
Werner Habig Strasse-l
D59303, Oelde-1
Germany
Telephone: 492522 770
Telefax: 492522 882488
www.wsus.com

- 35 -
Bulk Fuel Filtration
Coalescer Systems
The recommended method of ensuring fuel is clean is to use a
packaged high volume particulate filter and water coalescer on
the bulk fuel supply between the storage tank and the fuel island
or fuel truck. A typical fuel filter/coalescer should contain the
following features:
Design capacity equal to or greater than the maximum flow rate
of the fuel delivery system
150 psi pressure maximum pressure capability
4 micron, beta 200 particulate filter
Filter delta P indicator with follower needle to indicate filter
restriction
Water coalescer with capability to remove 3% continuous free
water-in-fuel by volume to less than 100 ppm
Automatic slug control valve to shut off outlet fuel supply. This
assures that debris and water are not allowed to pass into the
machine fuel tank if:
- Large quantities of water in the fuel exceed capacity of
the automatic water drain
- The particulate filters start to plug
Water meter on automatic water drain to document the volume
of water removed
Inlet and outlet sampling valves to permit bottle sampling or the
use of a real-time particle counter
Removing Dirt From The Fuel
Dirt and abrasives particles are removed from the fuel by passing
through large capacity, high-performance particulate filters. These
filter elements use 4-micron beta 200 full synthetic filter media
which is capable of improving fuel cleanliness up to six ISO code
levels. That is equivalent of reducing the number of 4 micron
particles in a quantity of fuel from 1 million to less than 20,000.
Filter elements are designed to last a minimum of one month
before replacement is required in most applications.
Fig. 23: Particulate filters can be easily changed without the
need for hand tools.
- 36 -
Removing Water From The Fuel
The coalescing vessels on these units use several coalescing
filter elements. The coalescing elements remove free water from
the fuel by attracting and retaining small water droplets onto the
coalescing element fibers. As the droplets accumulate, they
contact each other and combine into larger and larger droplets.
As droplets continue to combine and get larger and larger, they
eventually become heavy enough to overcome the attraction of
the coalescing fiber. The large heavy droplets break free and fall
to the bottom of the coalescer vessel where they are trapped
and eventually drained out. The principle of coalescer operation
relies on the surface tension of the water droplets to keep them
from dissolving into the fuel. Many fuel additives and nearly all
biodiesel fuels contain surfactants which dramatically reduce the
surface tension of water droplets in the fuel. Surfactants in fuel
act like dish soap in water. Where dish soap reduces the surface
tension of grease and oil droplets which allows them to dissolve
into the dishwater, surfactants in fuel allow the water droplets to
dissolve into the fuel. These surfactants reduce the efficiency of
the coalescer and, in some cases, can disarm it completely. Any
fuel additives, such as lubricity enhancers, should be checked to
make sure they do not contain surfactants. Since all biodiesel
contain surfactants, the use of biodiesel is not recommended for
coalescers.
Fig. 24: Water is automatically drained from the bottom of the
coalescer vessel by a pilot operated drain valve.
Bulk Fuel Filtration
Caterpillar offers several sizes of filter/coalescer units for dif-
ferent applications and fuel flow rates.
Typical cost of the units ranges from about $25,000 to $60,000.
These units are more economical, less labor intensive and far
more reliable and efficient than installing and maintaining additional
filtration on each machine in a fleet. The filter/coalescer unit
ensures that only clean fuel enters the fuel tank of the machine. If
bulk filtration is used, the standard filtration arrangement on the
machine is adequate to provide final filtration. The ISO cleanliness
of the fuel being delivered to the machine should be ISO 18/16/13
or cleaner. Caterpillar high performance bulk fuel filter/coalescers
are designed to clean fuel to ISO 16/13/11 or cleaner. Field tests
have demonstrated the ability to clean fuel as much as 6 ISO
codes, from ISO 21/19/16 to ISO 15/13/11.High volume particulate
and water removal technology has been standard in the aviation
industry for years, for the filtration of jet fuel. This same technology
offers a simple, cost-effective method to address problems with
contaminated fuel when clean fuel is not available. These units
are being sold throughout the world and operate in remote locations
where the only available fuel is often heavily contaminated with
dirt and water.

The Use Of A Bulk Fuel Filter/Coalescer Has Two Major

Benefits:
Eliminate fuel filter plugging
- In all but the most extreme applications, filter plugging
between PM intervals is eliminated
Injector life
- When fuel is cleaned to below ISO 18/15/13 and free
water removed, history has shown that Caterpillar
Electronic Unit Injectors (EUI) nearly always last until
engine overhaul. In applications where contaminated
fuel historically causes mid-life injector replacement or
frequent injector failures, cleaning the fuel with the bulk
filter/coalescer dramatically reduces individual injector
failures and eliminates the need for mid-life injector set
replacement.

- 37 -
Bulk Fuel Filtration
Problems and Causes for Distillate Fuels Diesel Fuel Properties and Significance
Problem Characteristic Following is a list of diesel fuel properties, descriptions, and
Cloud Point significance. Many of these properties were previously covered
in this publication in detail, but the table provides a good summary
Water of these properties for reference. The requirements for these
Sediment properties that diesel fuels should meet is defined by fuel
Rapid Filter Plugging
Gums and Resins specifications discussed previously as well. Also included in this
Bacteria table is a discussion of considerations for these fuel properties in
relation to biodiesel. Biodiesel will be covered in an upcoming
Fuel Separation section as well, but considerations are included here for reference.
Viscosity
Pour Point The table below considers many significant fuel properties,
especially those that impact fuel system durability, however, it is
Cloud Point
not a comprehensive list of all fuel properties that affect engine
Hard Starting Water performance. More information on diesel fuel properties and
Bacteria consideration for use in Caterpillar diesel engines are covered
Cetane Index in other Caterpillar publications such as SEBU6250-Caterpillar
Machine Fluids Recommendations and SEBU6251-Caterpillar
Air Commercial Diesel Engine Fluids Recommendations. The intent
Cetane Index of this publication is to be informative; for specific guidance on
White Smoke Air the use of diesel and alternative fuels in your Caterpillar engine,
always refer to the appropriate Fluids Recommendation publication,
Aromatics
such as the latest version of SEBU6250, SEBU6251, your
Carbon residue Caterpillar engines Operation and Maintenance Manual, and
Deposits in Cylinders, Ash your local Caterpillar dealer
Valves, and Turbochargers
Distillation Curve
Copper Strip Corrosion
Fuel System Component Water
Wear (Corrosive)
Bacteria
Sediment
Water
Fuel System Component
Catalytic Fines
Wear (Abrasive/Adhesive)
Viscosity
Lubricity
Sulfur
Sediment
Water
Rapid Cylinder Liner, Ring,
and Exhaust Guide Wear Ash
Carbon Residue
Catalytic Fines
Low power Specific Gravity
(See Rapid Filter Plugging)
Fig. 25

- 38 -
Diesel Fuel Properties
Fuel Property Description Impact How to Improve Biodiesel
Considerations
Aromatics Cyclic organic Aromatics are difficult to Largely defined by the Biodiesel contains
compounds that distill combust and lower the refiner. High aromatic essentially no aromatics
along with the desired cetane number of diesel diesel fuel can be
non-cyclic hydrocarbons fuel. They can result in blended with lower
in the refining process white smoke exhaust and aromatic diesel fuel
also can leave behind
deposits due to incom-
plete combustion
Ash Contaminants in the Insoluble ash causes Filtration to remove solid Biodiesel can increase
fuel, typically metals or abrasive wear to fuel ash ash due to the presence
organo-metallics, that system components. of residual metals not
cannot be burned in Soluble and insoluble removed during the
the engine. Ash may ash compounds are in- biodiesel production
be in the form of fine combustible and deposit process.
particulate or dissolved on injector tips or in the
compounds combustion chamber.
Carbon Residue The tendency of the Carbon deposits in Filtration to remove Poor stability of biodiesel
fuel to leave behind the fuel system and insoluble carbon can lead to the increased
un-combusted carbon combustion chamber. compounds tendency to form
deposits Increased soot formation. carbon-based deposits
Cetane Number Measurement of the Affects engine startability Blend with higher cetane Typically higher cetane
fuels ignition and and operation, but has fuel or use cetane-boost- than petroleum diesel
combustion quality no direct impact on fuel ing fuel additive fuel
systems durability
Cloud point The temperature at Affects engine start- Blend with lower cloud Significantly higher cloud
which a cloud or haze ability and operability at point diesel fuel. Use of point than petroleum
appears in the fuel due to temperatures near and fuel heaters. Use diesel fuel. Use caution
falling below the melting below the cloud point. of cold-weather fuel when running biodiesel
point of waxes or paraf- Wax formation can result additives. at low temperatures.
fins within the fuel in fuel filter plugging.
Copper Strip Corrosion Tendency of fuel to Corrosion of copper or Defined by refining Potentially worse due to
attack copper or copper copper alloy components process the presence of acids
alloy surfaces in the fuel system degrades not removed after the
their functionality. production process or
Dissolved copper within acids of degradation by
the fuel can increase the oxidation
fuel oxidation rate.
Distillation The boiling point For the fuel system, the Primarily defined by Biodiesel has a narrow
distribution of the fuel most significant impact is refining process. The boiling range between
the increased likelihood addition of used oil approximately 330C-
of injector deposits for impacts the distillation 360C.
fuel with larger percent- profile of the fuel and
ages of very high boiling can also lead to deposit
point compounds formation
Gums & Resins Dissolved fuel oxidation Can cause undesirable Reduce fuel storage Gums and resins are
products that primarily coating in fuel lines, temperature and storage associated with pe-
form during fuel storage pumps and injectors, time troleum products, but
affecting performance. oxidative degradation of
Can also cause filter biodiesel causes similar
plugging problems
Fig. 26

- 39 -
Diesel Fuel Properties
Fuel Property Description Impact How to Improve Biodiesel
Considerations
Lubricity Measure of fuels ability Poor lubricity leads to Use of lubricity additives, Biodiesel has very good
to provide adequate increased friction on fuel- including low blends (1- lubricity
lubrication of the lubricated components. 2%) with biodiesel
components of the This leads to accelerated
fuel system wear rate and potential
failure of the compo-
nents.
Pour point The temperature that is Cold weather pumpability blend with lower pour Significantly higher cloud
3C above the point at of the fuel. Trying to use point fuel, such as 1-D point than petroleum
which fuel solidifies and fuel at temperatures (winter) diesel fuel diesel fuel. Use caution
no longer flows near the pour point may when running biodiesel
shorten fuel pump life at low temperatures.
Sediment (debris) Physical contaminants Abrasive damage to fuel Ensure adequate on- Similar in most ways to
present in the fuel system components. board filtration. Also, petroleum diesel fuel.
Sticking of small filter fuel at each point However, inherently
clearances of moving of transfer from the bulk accelerated degrada-
parts. Fuel filter plugging. supply to machine fill. tion of biodiesel leads to
the formation of related
sediment.
Stability The capability of the fuel Degraded fuel can lead Consume fuel as quickly Biodiesel has very poor
to resist degradation to fuel system deposits, as practical. Stabilizing stability. The result is the
fuel filter plugging, and fuel additives may also formation of compounds
attack of metal com- be beneficial. that cause fuel system
ponents due to acidic deposits and increase
degradation by-products fuel acidity.
Viscosity Measure of the fuels High viscosity fuel can Can be lowered with the Biodiesel has a higher
resistance to flow lead to fuel pump or use of fuel heaters or viscosity than typical
injector wear due to raised with the use of petroleum diesel fuel
elevated injection pres- fuel coolers
sures. Low viscosity
fuel tends to have poor
lubrication.
Water Amount of water Can damaged fuel- Use of fuel-water Biodiesel has a higher
contained within the fuel lubricated components, coalescers, proper bulk affinity for water and
cause fuel system and machine fuel tank therefore tends to con-
corrosion, promote maintenance to drain tain higher levels
microbial growth excess water of water

Fig. 27

- 40 -
Crude Oils
Description Problems and Causes
"Crude oil" is used to describe oils/fuels that are not yet refined, Problems and Causes for Crude Oil
and are basically the same as they were originally pumped from Page
the ground. Certain types of crude oils can be burned in Problem Characteristic
No.
Caterpillar Engines. Cloud point
Pour point
Sediment
Gums and Resins
Bacteria
Water
Rapid Filter Plugging
NOTICE: Operating with fuels that do not meet Caterpillar's Viscosity

recommendations can cause the following effects: starting Carbon Residue

Salt
difficulty, poor combustion, deposits in the fuel injectors, Sludge and Fibers
reduced service life of the fuel system, deposits in the Reid Vapor Pressure
combustion chamber and reduced service life of the engine. Asphaltenes
Viscosity
Pour Point
Cloud Point
Water
Sediment
Bacteria
Hard Starting Sludge and Fibers
Cetane Index
Reid Vapor Pressure
Air
Asphaltenes
Flash Point
Gums and Resins
Cetane Number
White Smoke
Air
Carbon Residue
Ash
Asphaltenes
Deposits in cylinders, valves,
Distillation Curve
and turbochargers
Vanadium
Sodium
Copper Strip Corrosion
Fuel System Component Wear Water
(Corrosive) Bacteria
Hydrogen Sulfide
Sulfur

Fuel System Component Wear Sediment

(Abrasive/Adhesive) Water
Viscosity
Sodium Chloride
Sulfur
Sediment
Water
Rapid Cylinder Liner, Ring, Hydrogen Sulfide
and Exhaust Guide Wear Ash
Asphaltenes
Carbon Residue
Vanadium
Sodium
Specific Gravity
(See Rapid Filter Plugging)
Low Power
Atmospheric Distillation
Curve

Fig. 28

- 41 -
Blended (Heavy) Fuels
Description
Residual Fuel is composed of the remaining (residuum) elements CSt at 50 C Seconds Redwood at 100 F
from crude oil after the oil has been refined into diesel fuel or 30 200
gasoline or lubricating oils, etc. After the more desirable products 40 278
have been refined, the remaining elements (which resemble tar 60 439
and contain abrasive and corrosive substances) can be combined 80 610
or diluted with a lighter fuel ("cutter" stock) so they can flow. These 100 780
are called blended or heavy fuels. 120 950
150 1250
Caterpillar 3500 and 3600 Family Engines can be modified to run 180 1500
on blended or heavy fuels. Most Caterpillar Engine owners will not 240 2400
use this fuel option. However, if your engines are used in a marine 280 2500
or power generation application, this section will give you some Fig. 29 Fuel Viscosity
guidelines about heavy fuel application and usage. See
SEBU7003 for more information on burning heavy fuels in 3600
engines. See the "Publications" section at the end of this booklet
for a listing of other available information.

Heavy fuels are usually described by their viscosity, expressed

either in "centistokes" (cSt) or "Seconds Redwood". The Redwood
scale at 100F is being phased out by the centistokes scale, at
50C. The following table gives the approximate relationship
between the two scales.

Caterpillar 3500 Family Engines are capable of operating on

blended fuels at 1800 rpm and lower, usually without changing
engine timing.

However, engine derating may be required to keep the internal

engine component temperature below maximum limits.

Caterpillar 3600 Family Engines are capable of operating on

blended fuels up to 380 cSt at 50C (122F) above 800 rpm, and
up to 700 cSt at 50C (122F) below 800 rpm.

- 42 -
Blended (Heavy) Fuels
There are many other considerations to keep in mind when making
the decision to switch to heavy fuel. Because heavy fuel is the
heavy residue which is left over from the refining process, the
heavy fuel has concentrated contaminants. In the best situation,
using heavy fuel will increase the workload of the operating
personnel. In the worst situation, heavy fuel could cause extremely
short engine and component life. For your engine to operate
successfully on heavy fuels, you must have a thorough
maintenance program and high quality fuel treatment equipment.

You should always consult with your local Caterpillar Dealer when
considering fuel changes.

The Economics of Using Heavy Fuel

Lower fuel costs make heavy fuel appear to be more economical.
Blended fuels can lower costs for some customers but there are
often significant trade-offs. Fuel price must be compared to fuel
contaminants, effects, reduced engine component life, and higher
maintenance and personnel costs. Conduct a thorough analysis
of all the costs involved before you decide to use heavy fuel.
Caterpillar or your Caterpillar Dealer will aid you in evaluating the
costs of this decision.

Also, other fuel saving methods should be investigated. The

following is a list of some fuel saving alternatives.

More modern, fuel-efficient engines.

Lower speed. (Engines can operate at 1200 rpm, instead of
1800 rpm; 1000 rpm, instead of 1500 rpm; etc.)
More efficient propeller (larger wheel with reduced pitch) or
more efficient generator or other driven unit.
Waste heat recovery.
Lighter blends.
Use of natural gas engines instead of diesel.
Crude oil instead of diesel fuel.

Installation Costs Associated with Using

Heavy Fuel
Typically, installation costs for an engine using heavy fuel range
from 25-85% more than an engine using No. 2 diesel fuel or
marine diesel fuel. Some of the special installation requirements
are listed in CD LERV1925, "Sizing Fuel System Components For
Heavy Fuels", Engine Data Sheet 61.3. Other costs result from the
need for fuel treatment equipment.

Downtime is also typically increased. Operators must spend more

time taking care of engine and fuel handling equipment. They must
understand the system and have training on the engine as well as
on the actual fuel preparation equipment.

- 43 -
Blended (Heavy) Fuels
How Your Caterpillar Warranty Applies
to Using Heavy Fuel
When you decide to use heavy fuel, you are making an economic
trade-off. Though your fuel costs may be 5-40% lower when using
blended fuels, this savings does not come free. Because of
contaminants, fuel injector, valve and piston ring life could be
significantly shorter. These worn components may even have to
be replaced during the warranty period, but they are not covered
by Caterpillar.
Caterpillar does not offer a warranty on replacement of parts which
have a shortened service life because of the use of heavy fuel.
The Caterpillar warranty which applies to your engine is available
from your dealer.
Caterpillar Recommendations for
Heavy Fuel
Customers who desire to determine the effects of a particular fuel
on a Caterpillar Engine should confer with their Caterpillar Dealer.
Caterpillar Engines will burn a wide variety of blended and heavy
fuels but there are certain trade-off in many situations. Be sure to
consult with your Caterpillar Dealer before burning heavier blends.
The dealer may be able to help you avoid unnecessary problems
and expenses. For example, fuel sulfur levels tend to rise
dramatically with heavier fuels. For some fuels it may be
economical to install special parts to help counteract the effects
of fuel sulfur. Another fuel contaminant, vanadium (especially if
sodium is also present), may require design or adjustment
changes from a standard diesel arrangement.
- 44 -
Fuel Blending
Many fuel characteristics can be tailored by blending different
fuels. A blended fuel can help improve engine starting and
warm-up, reduce deposits and wear, improve emissions and
sometimes have an effect on power and economy.
In general, lighter fuels are cleaner and help engine starting.
Heavier fuels have higher heating values, (per volume), better
cetane quality, etc.
For example, it may be necessary to add more distillate fuel to
the residual blend to reduce contaminant levels. If you buy a
residual blended fuel that has 120 PPM vanadium, and if this
fuel is blended down to a level of 100 PPM vanadium, the exhaust
valve life will be longer.
The 3600 and 3500 Family Engines can use blended fuel
economically as long as the fuel treatment facilities are adequate,
and there are trained personnel to run this equipment.
Blended Fuel Should Be Analyzed
Chemical labs throughout the world can evaluate fuel properties. In
the United States, these labs are usually found in the yellow pages
of the telephone book under the heading of "Laboratories". Some
oil companies and regulating agencies also provide fuel analysis
services.
Blended (Heavy) Fuels
Several companies which perform fuel analysis are listed below.
Contact them or similar labs for current fees and capabilities.

Southwest Research Institute

Attn: Manager, Engine Fuels and Lubricants
6220 Culebra Road
P.O. Drawer 28510
San Antonio, Texas 78228 U.S.A.
Telephone: (210) 684-5111
Fax: (210)-522-3547
www.swri.org

DNV Petroleum Services

Det Norske Veritas
Veritasvein 1
1322 Hvik
Norway
Telephone: +47 67 57 99 00
Fax: +47 67 57 99 11
www.dnvps.com

Lloyd's Register Laboratory

734 London Road
Essex RM30 3NL
London, England
Telephone: +44 01708 680200
Fax: +44 0-1708-680264

Ashland Specialty Chemical Company

Drew Marine Division
One Drew Chemical Plaza
Boonton, New Jersey 07005 U.S.A.
Telephone: (201) 263-7600
Fax: (973) 263-4485
www.ashchem.com

Chart (Limits)
Refer to the Crude Oil Chart shown on Page 38.

Problems and Causes

Refer to the Problems and Causes for Crude Oil Fuel Chart shown
on Page 39.

- 45 -
Fuel System Maintenance
Maintenance for Engines Using Heavy Fuel
Engines operating on heavy fuel must be carefully monitored and
maintained. Service intervals must be strictly observed. Operators
must be trained to perform a thorough service inspection.
"As Needed" Periodic Activities
Test fuel as it is delivered. Identify contaminant levels immediately
and notify appropriate operations personnel.
Before storage, test for compatibility between fuel in the tanks
and the fuel being purchased. Keep the fuel in separate tanks
if possible.
Use regular S0S Services fluids analysis to determine if there
are wear particles in the oil, and maintain the proper TBN level.
Request infrared analysis on used oils to determine the effects
of burning heavy fuel on the crankcase oil.
Operating the Engine at Low Load
If you're expecting to operate your engine at part load for extended
periods, switch to No. 2 diesel fuel or marine diesel oil. (Make sure
the fuel injectors are not run without fuel during the switch.)
The following chart shows the relationship between engine load
and length of time. The chart will guide you on what type of fuel to
burn in light load applications.
3600 HEAVY FUEL OPERATIONAL REQUIREMENTS
100

Daily Activities Unlimited

75 Heavy Fuel Operation
Record engine temperatures to assure adequate jacket water Permitted

temperature, aftercooler temperature, and air intake temperature. HP %

If equipped with a turbocharger water wash attachment, wash the 50
Requires Two Step
turbocharger exhaust turbine. It is necessary to remove deposits Inlet Air Temperature
Control No. 2 or M.D.O.
from the turbine side of the turbocharger. (A washer attachment
15
which removes the deposits is available on 3600 Family
Engines.) No. 2 or M.D.O. Required

Check exhaust thermocouples and record exhaust temperatures.

Be alert for worn exhaust valves. 0 6 12 18 24
Hours / Day at Part Load

Note: Measure valve stem projection when new; use a Fig. 30: Chart with time and numbers.
stationary point such as the valve cover gasket surface for a
reference point. Record the measurements for each valve for
later follow-up measurements. If valve stem projection moves
more than 1.25 mm (.050 in.) consider disassembly to find
the reason. Another way to observe valve face wear is to
measure and record changes on valve lash over a period
of time.

Monitor fuel and oil filter differentials every shift. Check for filter
plugging.
Drain settling and fuel tank bottoms daily. Take note if there is
excessive water or sediment.

Every 1000 Hours

Check one cylinder head for exhaust valve seating and carbon
build-up. Check the fuel injectors for adequate nozzle spray
pattern. Make sure the valve rotators are operating.
Clean the turbocharger (exhaust turbine) (3500 and 3600 Family
Engines without washers).

- 46 -
Fuel System Maintenance
Other Heavy Fuel Tips
Here are some things to keep in mind when using heavy fuels:

Cut apart used filters to see contaminants. As contamination

levels increase, the quality of diesel fuel is generally decreasing.
As fuel quality decreases, it becomes even more important to
have good fuel treatment systems. The treatment system can
sometimes compensate for poor fuel quality.
Often, diesel engines cannot operate on fuel that is straight from
the fuel tank (bunkered).
Viscosity does not relate to quality. Do not use fuel thickness or
viscosity as your sole guide to fuel quality.
Bunker receipts generally do not give an adequate indication of
the quality of the fuel.
Test the fuel immediately or have results sent as soon as
possible, preferably before the fuel must be bunkered. Having
the test will allow you to adjust the fuel treatment system.
Have your viscometer checked and calibrated every 6-12
months.
Try to recognize and correct problems in a fuel shipment as soon
as possible after receiving it.
Keep a two liter (half gallon) sample every time a new shipment
is delivered. Label it for future reference.
Separate fuel tanks into storage, settling and service tanks. This
separation is especially important if you're not sure fuels are
compatible. Try to limit the transfer of fuels to prevent mixing.
You may need to start and stop the engine on number 2D diesel
fuel with certain types of fuel.

- 47 -
Facts About Biodiesel Fuel
The use of biodiesel fuel is a growing trend in many parts of the Sources, Referred To As "Feedstocks"
world. For differing reasons, increases in biodiesel consumption
is being seen across nearly every diesel engine market, including Biodiesel can be refined from a variety
on-highway, agriculture, and mining. This is the result of numerous of sources, the most common are:
factors:
Soybean Oil
Increasingly stringent vehicle exhaust emission regulations
Used Cooking Oil or Fryer Grease
and general interest by many in reducing undesired exhaust
Oil from Palm, Canola, Coconut,
emissions independent of regulations
Rapeseed, or Jatropha
Governmental mandates on increasing the use of fuels derived
Animal fats/tallow
from renewable resources
Desire by non oil-producing countries to limit dependence on Biodiesel properties can differ slightly BIODIESEL FUEL: IS BIODIESEL FUEL: IS
imports of oil from foreign countries depending on feedstock. For instance, A diesel fuel replacement produced from
vegetable oils or animal fats through the
Mixtures of vegetable
diesel fuel or Renew
some feedstocks produce biodiesel chemical process of transesterification:
Fatty Acid Methyl Ester
10,000
with better stability against degradation
9,000
SOUTH KOREA
compared to others. Cold flow
8,000
JAPAN
performance also differs between the COMBINING

7,000 NEW ZEALAND

various feedstocks. If planning to use
biodiesel, consult with the biodiesel OIL &
000 TONNES

6,000 AUSTRALIA
supplier to ensure the feedstock used
FAT PRETREATMENT
INDIA (100 LBS.)
5,000
CHINA is appropriate for the application of
4,000
SINGAPORE interest. + TRANSESTERIFICATION
PROCESS
3,000 THAILAND
The concentration of biodiesel blended
BIODIESEL FUEL: IS
METHANOL
(10 LBS.)
BIODIESEL FUEL: IS NOT MIXING
PHILIPPINES
2,000
with petroleumA diesel
based diesel produced
fuel replacement fuel isfrom Mixtures of vegetable oil or alcohol with
INDONESIA vegetable oils or animal fats through the diesel fuel or Renewable diesel
1,000 stated as a Bchemical
number.
process of transesterification: CATALYST
MALAYSIA Fatty Acid Methyl Ester Fig. 32
B5 5% biodiesel/95% petroleum diesel. BIODIESEL REACTION - TRANSESTERIFICATION
0
2006 2007 2008 2009 2010 2011
BIODIESEL INDUSTRY: TOTAL BIODIESEL DEMAND ASIA PACIFIC 2006-2011
B20 20% biodiesel/80%
COMBINING
petroleum diesel
Process at which oil & fat (Soybean, Rapeseed, Corn, Canola, Cottonseed
Coconut, Jatropha, Beef tallow, YPork
IELDlard,
S or Used cooking oils) are comb
Note: All figures are rounded; the base year is 2005. Source: Frost & Sullivan B100 Pure biodiesel/also known as neat biodiesel
ethanol and a catalyst to create biodiesel fuel.

Fig. 31
The sale of biodiesel
OIL & in some areas of the world is being heavily
BIODIESEL
promoted through FAT
a variety of claimed benefits by environmental
What is Biodiesel?
PRETREATMENT
(100 LBS.) (100 LBS.)

and biodiesel industry lobbyists. Some of the claimed benefits have

Biodiesel actually starts with oil or fat from a renewable feedstock merit while others+have little basis in fact. These claims rarely
TRANSESTERIFICATION
PROCESS +
that is put through a chemical reaction called transesterification. include some ofMETHANOL
the problems, which may be caused by the use
This reaction process creates a compound called a Fatty Acid of biodiesel. (10 LBS.) MIXING GLYCERINE
Methyl Esther (FAME), which is more commonly referred to as BIODIESEL FUEL: IS BIODIESEL FUEL: IS NOT (10 LBS.)
For more information on what biodiesel levels are appropriate for
A diesel fuel replacement
CATALYST produced from Mixtures of vegetable oil or alcohol with
biodiesel. Following the reaction process, the manufacturer has vegetable oils or animal fats through the diesel fuel or Renewable diesel
your Caterpillar engine, refer to SEBU6250 and your engines
chemical process of transesterification:
to remove impurities, unneeded reaction by-products, namely Fatty Acid Methyl Ester
Operation and Maintenance Manual.
BIODIESEL REACTION - TRANSESTERIFICATION
glycerin, and re-usable unconsumed reaction chemicals, such as Process at which oil & fat (Soybean, Rapeseed, Corn, Canola, Cottonseed, Sunflower, Palm,
Coconut, Jatropha, Beef tallow, Pork lard, or Used cooking oils) are combined with methanol or
methanol. Theoretically, pure biodiesel could be burned in place COMBINING
ethanol and a catalyst to create biodiesel fuel.
YIELDS
of diesel fuel, but it is often more expensive than diesel and there
exists numerous technical issues with uses of high percentages of
biodiesel that must be understood and managed. The additional OIL &
FAT PRETREATMENT
BIODIESEL
(100 LBS.)
expense to produce and blend biodiesel fuel is usually offset by (100 LBS.)

tax credits or other government subsidies. Unprocessed oils and

+ TRANSESTERIFICATION
fats are not biodiesel and are not recommended for use as a fuel, PROCESS +
even if diluted with diesel fuel. Use of non-esterified oils and fats METHANOL
(10 LBS.)
will result in fuel system damage, filter plugging, and adverse MIXING GLYCERINE
(10 LBS.)
effects on engine oil. CATALYST

BIODIESEL REACTION - TRANSESTERIFICATION

Process at which oil & fat (Soybean, Rapeseed, Corn, Canola, Cottonseed, Sunflower, Palm,
Coconut, Jatropha, Beef tallow, Pork lard, or Used cooking oils) are combined with methanol or
ethanol and a catalyst to create biodiesel fuel.

Fig. 33

- 48 -
Facts About Biodiesel Fuel
Biodiesel Pros Biodiesel Cons
Reduced Diesel Exhaust Emissions: Increased Diesel Exhaust Emissions (B20 BLEND):
Unburned hydrocarbons ........................................................... 20% NOx ............................................................................................2%
Carbon monoxide...................................................................... 12%
Particulate matter...................................................................... 12% Reduced Fuel Economy

Improved Fuel Lubricity B100 pure biodiesel has about 5% 8% less energy than pure
petroleum diesel fuel. B20 has about 2% less energy than pure
Increased resistance to fuel system scuffing and seizure due to the petroleum diesel fuel. In typical applications, however, changes at
enhanced lubricity of biodiesel. Even a 1% addition of biodiesel to the 2% level are nearly undetectable and significantly less than
diesel fuel dramatically increases the lubricity of the final blend. changes from one operator to another in mobile equipment.

Biodegradability Increased Fuel Filter Plugging

Ability to degrade naturally in the event of fuel spills. Biodiesel has been known to cause premature fuel filter plugging
for a variety of reasons:
High Cetane
Biodiesel is an effective solvent and can act as a paint stripper.
Biodiesel has a naturally high cetane of around 50, which is about It will loosen deposits found in the fuel tank and lines from
a 10% increase compared to diesel fuel in most regions of the petroleum based fuels.
world. The exception is Europe where the minimum cetane Unremoved biodiesel production by-products, such as glycerin,
requirement is higher than most other regions of the world. from poor quality biodiesel can also cause filter plugging.
Biodiesel which has undergone extensive degradation will
Life-Cycle CO Reduction result in the formation of solid by products that can plug filters.
Biodiesel has a much higher cloud point than petroleum diesel
There have been reports showing up to 78% life-cycle reduction in fuel and therefore begins forming solid particles at higher
CO for biodiesel compared to petroleum diesel. Combustion of ambient temperatures, which plug fuel filters
biodiesel still creates approximately equivalent CO. However, the Biodiesel has inherent compounds, known as sterols, that
life cycle reduction is based on the fact that the plant-derived slowly come out of solution as solids over the course of time,
renewable feedstocks consume CO. even at temperatures above the cloud point.
Extremely Low Sulfur Content
With the push to lower and lower sulfur levels around the world,
biodiesel is beneficial from the standpoint that it is nearly sulfur-
Fig. 35: Biodiesel may form a slimy
free, with levels of around 2 parts per million (0.0002%) sulfur. deposit on the surface of fuel filter
media resulting in premature filter
20 plugging. This problem gets worse
as the concentration of biodiesel
10
NOx increases.
0
CHANGE IN EMMISION, %

-10

-20

-30
PM
-40
CO
-50

-60
HC
-70

-80
0 20 40 60 80 100
BIODIESEL CONTENT IN BLEND, % Fig. 36: Leopard spots on the filter sur-
Even more improved emissions reduction when using higher blends of biodiesel. face is a clear sign of microbiological
growth.
Fig. 34

- 49 -
Facts About Biodiesel Fuel
Cold Weather Concerns
As mentioned, biodiesel has an inherently higher cloud point and
can also produce solid particles at temperatures above the cloud
point. As a result, the fuel and engine industry has developed a
new test method called the Cold Soak Filterability test to more
adequately judge cold weather performance of biodiesel. Also, note
that traditional cold-weather operability improvers used for diesel
fuel are not as effective when used with biodiesel.
DIESEL BIODIESEL
Elastomer Incompatibility
DIESEL: Normal Droplet Size
Diesel engines and diesel powered equipment were designed BIODIESEL: Larger Spray Droplet Size
for use with petroleum-derived diesel fuel. Some elastomers that
are fully compatible with diesel fuel may experience swelling,
shrinking, or degradation when used with biodiesel fuel. If using
biodiesel or biodiesel blends, keep a close eye for leaks on fuel
hoses and elastomer-sealed connections and components.
25.4
Adverse Impacts On Exhaust After Treatment Devices 22.5
Dissolved metals and phosphorous that are present in biodiesel
either inherent as contamination or as a result of the production
process can have adverse impacts on exhaust after treatment DIESEL RME
BIODIESEL
devices. The catalyst materials used in devices such as diesel
oxidation catalysts (DOC) and diesel particulate filters (DPF) are
deactivated by chemical reactions between the catalyst material SURFACE TENSION

and the biodiesel impurity.

Potential Impact On Oil Drain Interval

Two key factors influence the potential adverse effect biodiesel can 0.874
have on engine oil by means of increased fuel-to-oil dilution:
Different chemical nature of biodiesel compared to petroleum 0.852
diesel impacts fuel injection spray in terms of droplet size and
spray pattern.
DIESEL RME
BIODIESEL
Relatively high and narrow boiling point range of biodiesel. This
means that biodiesel which does get into the crankcase is more
likely to remain compared to diesel fuel which will evaporate more SPECIFIC GRAVITY

readily at crankcase temperatures.

Once biodiesel enters the crankcase, it can begin to break-down into

insoluble materials, which may form deposits on oil-lubricated parts.
Biodiesel in the oil can affect oil viscosity and oil oxidation, among 2.4
other things. There is currently a lot of interest and work happening
in the engine and engine oil industry to study the impacts of biodiesel
on engine oil. 1.3

DIESEL RME
BIODIESEL

VISCOSITY, CST @ 100C

Fig. 37

- 50 -
Facts About Biodiesel Fuel
Promotes Microbiological Growth In Fuel
Biodiesel acts as fertilizer to existing microbiological growth in
fuels. Biodiesel is hygroscopic; meaning it attracts water. Regular
petroleum diesel fuel can contain up to 60 ppm of water, while
biodiesel can contain 1,200 to 1,500 ppm of water (20 times more).
The increases in the water content promotes the probability of
microbiological growth and corrosion. Microbes only need a minute
amount of water to establish their eco system and thrive .

May attack certain metals in the fuel system, such as:

Zinc
Tin
Cast iron
Lead
Copper based alloys

Poor Oxidation Stability:

Degrades much faster than petroleum diesel
B100 should not be stored more than three months maximum and
lower blend levels such as B20 should not be stored more than
six months maximum
Requires special storage and handling requirements

Due to the increased potential risk of the above problems posed by

the use of biodiesel, most worldwide diesel engine manufacturers
do not recommend biodiesel content greater than 5% (B5).

Oxidation by-products have many adverse effects such as increas-

ing fuel acidity and causing fuel system deposits. Degradation rates
are increased when biodiesel is exposed to elevated temperatures
or catalyzing metals.

Fig. 38: BIOFILM: The biofilm is a complex colony of

active microbiological organisms.
RAG LAYER: The rag layer is the active interface
between the biofilm and water where active microbiolog-
ical growth is occurring.
Fig. 39: Acid is a by-product of microbiological
growth. Prolonged exposure to this acid can
cause severe corrosion damage to fuel tanks
made from steel and aluminum.

- 51 -
Facts About Biodiesel Fuel
Effect Of Biodiesel On Water Coalescer Efficiency
One of the most common and effective methods of removing
water from diesel fuel is the use of coalescer filters. The fibers in
the coalescer filter media are hydroscopic, and have a very strong
attraction for water. The attraction of the coalescer fibers is greater
than the attraction between water molecules and diesel fuel
molecules. This causes the water to separate from the fuel
and condense on the coalescer fibers.
As water continues to be attracted to the coalescer fibers,
water droplets form and increase in size. The droplets continue to
increase in size until they break free of the coalescer media and fall
to the bottom of the water separator, where they are drained off.
The ability of the coalescer to separate and trap water is based on
the attraction of the coalescer fibers to water being greater than
diesel fuel to water.
Blended biodiesel fuels significantly increase the attraction of water
to the biodiesel component of the fuel. This increased attraction
between the water and biodiesel can be greater than the attraction
of the water to the coalescer fibers. The result is that water that
may have been effectively removed from diesel fuel will not be as
effectively removed from biodiesel and pass through the coalescer
unseparated, effectively limiting the efficiency of the coalescer.
Large amounts of water in the fuel is a leading cause of fuel
system failure.
D6751. As a result, the finished biodiesel is intended to be allowed
for use as a neat, B100 fuel for engines that are permitted to run
B100.The more restrictive specification also effectively limits which
feedstocks can be used to produce the finished biodiesel. For
instance, soybean oil reacted to make biodiesel requires the
addition of oxidation stability improvers in order to meet this more
stringent specification.
Caterpillar Specification for Biodiesel Fuel: Similar in principle
to the Caterpillar Specification for Distillate Diesel Fuel, the intent
of this specification is to provide universal guidance for biodiesel
used in Caterpillar engines. This is necessary for countries that
either have not adopted a biodiesel specification or have adopted
a specification that is more lenient than is recommended for use
in Cat engines. When comparing biodiesel to petroleum diesel
fuel, it is even more essential to ensure a reputable supplier that
produces biodiesel of acceptable quality. While most large-scale
producers are reliable, there currently exist hundreds of regional-
ized, small scale biodiesel producers who do not always produce
consistently to quality standards. Within the United States, there
exists a certification program called BQ9000. BQ9000 certified
producers of biodiesel have rigid quality controls in place to ensure
the finished product meets specification. Caterpillar recommends
biodiesel used in Cat engines be purchased from BQ9000 suppliers
or suppliers in other areas of the world that are certified by similar
quality programs.

Controlling Biodiesel Quality

Similar to petroleum-based diesel fuel, the key to minimizing
the impact of biodiesel and biodiesel blends on fuel system
durability is to ensure the fuel used meets proper quality
specifications. These specifications share many similarities to
the petroleum diesel fuel specifications, but also include many
items that are specific to biodiesel. The four primary sources of
industry-accepted biodiesel specifications are:
ASTM D6751 - Standard Specification for Biodiesel Fuel Blend
Stock (B100) for Middle Distillate Fuels: B100 specification
created in the United States and adopted by many countries
world-wide. This specification is to produce a biodiesel product
that is intended for blending up to 20% into diesel fuel and is not
intended to be used as a neat, B100 fuel for diesel engines.

ASTM 7467 - Standard Specification for Diesel Fuel Oil, Biod-

iesel Blend (B6 to B20): The first industry-accepted blend level
specification. This specification allows for up to B20 and includes
requirements specific to biodiesel.

EN 14214 - Automotive Fuels. Fatty Acid Methyl Esters (FAME)

for Diesel Engines: This is the primary specification for B100 in
Europe, and also adopted in many other countries world-wide.
In several ways this specification is more restrictive than ASTM

- 52 -
Facts About Biodiesel Fuel
Biodiesel Fuel Properties And Significance
As mentioned, biodiesel has several quality-related properties that
are unique to biodiesel in comparison to petroleum diesel fuel.
Following is a table of these properties, descriptions, and impacts.
Fuel properties controlled within biodiesel specifications that are
the same as those controlled within the petroleum diesel fuel
specifications are not duplicated here.

Biodiesel Property Description Impact

Sulfated ash Same as ash covered in the diesel fuel
specifications, but a slightly different test
method is used.
Esterification Measurement of percent conversion from
the oil or fat feedstock to a finished FAME
(biodiesel).
Acid Value Measurement of fuel acidity. Influenced
by both production quality as well as by-
products of biodiesel degradation.
Alcohol content Measurement of methanol or ethanol
content not removed from the finished
biodiesel.
Monoglycerides, diglycerides, and triglyc- Individual measurements of unreacted
erides or partially reacted oils and fats. Di- and
triglycerides are more problematic as they
are larger molecules more likely to cause
adverse effects if present.
Free glycerin Measurement of remaining glycerin
(by-product of biodiesel production) not
removed at the producer.
Total glycerin Combined measurement of free glycerin
and glycerin portion of unreacted oils and
fats.
Phosphorous content Measurement of phosphorous content of
the biodiesel.
Calcium and magnesium, combined Measurement of calcium and magnesium
present in the biodiesel. Some biodiesel
production methods involve a water wash
process. If performed with hard water,
calcium and magnesium levels can be
elevated.
Sodium and potassium, combined Measurement of sodium and potassium
present in the biodiesel. Sodium and
potassium are used as catalysts in the
biodiesel production process.
Abrasive wear and/or injector tip deposits
due to incombustible ash materials.
Insufficient esterification leaves behind
partially reacted and unreacted feedstock,
which can lead to filter plugging and fuel
system deposits.
Fuel system deposits and corrosion.
Primarily an issue of safety as alcohol
lowers the fuels flash point.
Injector deposits, adversely affects cold-
weather operability, filter plugging.
Injector deposits, adversely affects cold-
weather operability, filter plugging.
Injector deposits, adversely affects cold-
weather operability, filter plugging.
Can deactivate catalyst materials used in
exhaust after treatment devices, making
devices less effective.
Can lead to increased fuel system component
wear. Adversely affects performance of exhaust
after treatment devices.
Can lead to increased fuel system component
wear. Adversely affects performance of exhaust
after treatment devices.

Fig. 37

- 53 -
Fuel Publications Available From Caterpillar
The following publications are available through your local Other Publications
Caterpillar Dealer. Some of the publications may have a
nominal charge. Some may be revised or discontinued. These ABS Notes on Heavy Fuel Oil (1984)
publications should be ordered directly from your dealer. Your American Bureau of Shipping
dealer can also assist you in answering questions concerning 45 Eisenhower Dr.
available fuels in your operating area. Paramus, New Jersey. 07652
U.S.A.
Caterpillar Machine Fluids Recommendations SEBU6250 Telephone (201) 909-0499
Attention: Book Order Department
Caterpillar Commercial Diesel Engine Fluids Recommendations www.eagle.org
SEBU6251
*All "Engine Data Sheets" are included in the Caterpillar "Engine
Caterpillar 3600 Series Diesel Engine Fluids Recommendations Technical Manual", Form LERV1925 CD ROM
SEBU7003

EUI Fuel System CD-ROM (All EUI engines) RENR1391-01

HEUI HI300 Fuel Systems CD (3126B engines) RENR1390-01

3500B MEUI Fuel Systems CD (3500 MEUI engines) RENR1395

Improving Fuel System Durability Publication SENR9620, CD

PEXT9044

Fuel Contamination Control Publication

PEHP7046

Fuel Heaters for Cold Weather Operation LEKQ4065* (Engine

Data Sheet 64.5, for No. 1 and No. 2 diesel fuel only)

Installation of 8N9754 Fuel Heater Group SEHS7653-02 (Special

Instruction)

Analyzing Fuel Nozzle and Fuel Line Failures SEBD0639

Oil And Your Engine SEBD0640

Using 2P8278 Fuel Flow Tube to Check for Entrained Air in Diesel
Fuel SMHS9208 (Special Instruction)

Sizing Fuel System Components for Heavy Fuels LEKQ9173*

(Engine Data Sheet 61.3)

Heavy Fuel Operating Procedures for 3500 and 3600 Engines

LEKQ1177* (Engine Data Sheet 61.4)

Fuel Water Separator for use with 3208 and 3300 Engines
equipped with Sleeve-Metering Fuel System LEKQ3383* (Engine
Data Sheet 64.1)

Fuel Conservation Practices LEKQ3106* (Engine Data Sheet 60.2)

- 54 -
 100F 122F
40,000
9,000

Fig. 40
1,200
1,000 8,000 Viscosity/Temperature Curves of Some Typical Fuels 40,000 4,000
30,000 7,000
900
800 6,000 Curve 1 Gas, Oil REDWOOD I at 100F 30,000 3,000
700 35 Secs
20,000 5,000 " 2 Marine Diesel 50 " " " "
600 4,500 " 3 Fuel Oil 98 " " " "
4,000 " 4 20,000 2,000
500 15,000 " 190 " " " "
3,500 " 5 " " "
11 " 420 "
400 3,000 " 6 560 " " " "
"
2,500 " 7 " 950 " " " "
300 10,000
9,000 " 8 " 1,400 " " " " 10,000
2,000 1,000
8,000 " 9 " 2,300 " " " " 9,000
10 900
7,000 " 10 " 3,400 " " " " 8,000 800
200 1,500 " 11 " 6,000 " " " "
6,000 7,000 700
5,000 6,000 600
150 9
4,000 1,000 5,000 500
900
800 4,000 400
100 Limit for Economical Pumping
3,000 700
90
80 600 3,000 300
70 500 8
2,000
60 450
400 2,000 200
50
1,500 350
40 300
7
1,000 250
30 900 6
200 1,000 100
800 900
700
5 90
150 800 80
40 600 700 70
500 600 60
VISCOSITY

15 100
4
400 500 50
90
SAYBOLT FUROL, SECONDS

VISCOSITY
80 400 40
10 300

- 55 -
70
9
SAYBOLT UNIVERSAL, SECONDS

60
3 300
8

ENGLER, DEGREES
REDWOOD I, SECONDS
KINEMATIC, CENTISTOKES
30
7 50
200 45 25
6
40 200
5 150 35
4 30 150
2
25
100
3 90 20 Usual Viscosity Range for 100
80 90
70 15
Pressure Jet Atomisers
80
60 1 70
2
10 60
50 9
8
7 50
1.5 6
40 45
5
4 40
35
3
1.2
31
2 33
F O 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 Fahrenheit

C 10 O 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 Centigrade

TEMPERATURE
"Permission granted by Shell Switzerland"
 Diesel Fuels
and Your Engine
SEBD0717-05
2011 Caterpillar Inc.
All Rights Reserved.
Printed in U.S.A.

CAT, CATERPILLAR, their respective logos, Caterpillar Yellow, the Power Edge trade dress as well as corporate
and product identity used herein, are trademarks of Caterpillar and may not be used without permission.