Diesel Additives 101 - · PDF fileDiesel Additives 101 ... • Not linked to biodiesel. 5....
Transcript of Diesel Additives 101 - · PDF fileDiesel Additives 101 ... • Not linked to biodiesel. 5....
Diesel Additives 101
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Why do we need fuel additives?
• To meet fuel specificationsT t l t i t• To meet regulatory requirements
• To improve fuel performance
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Enhanced Performance Diesel Additives can i l dinclude:
• DetergentsL t t bilit t• Low temperature operability components Cold Flow Improvers De-icers
• Lubricity improvers• Conductivity improvers• Cetane improversCetane improvers• Corrosion inhibitors• Stabilizers
M t l d ti t• Metal deactivators• Demulsifiers
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NCWM “Premium” Diesel CriteriaNCWM Premium Diesel Criteria
Characteristic Method Requirement
Cetane Number ASTM D613 Minimum number of 47
Low Temperature Operability
ASTM D2500ASTM D4539
Cloud Point or LTFT must meet ASTM D975 10thOperability ASTM D4539 meet ASTM D975 10thpercentile minimum ambient temperature charts/maps
Thermal Stabilty ASTM D6468 Minimum 80% Reflectance
Lubricity ASTM D6079 Maximum wear scar diameterLubricity ASTM D6079 Maximum wear scar diameter (WSD) of 520 microns
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Diesel Fuel OverviewDiesel Fuel Overview2006 – Ultra Low Sulfur Diesel Introduced ‐‐ASTM D975 reduces sulfur content to ≤15 ppm for on road diesel
• Reduced Lubricity 2008 ‐‐ ASTM D975 allows 5% Biodiesel 2008 – Engine Manufacturers Association (EMA) acknowledge injector deposit problems
• ULSD• Not refiner specific• Not refiner specific• Not CARB diesel related• Not linked to biodiesel
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Diesel Fuel OverviewDiesel Fuel Overview2008 – Petroleum Equipment Institute (PEI) and Steel Tank Institute (STI) report excessive corrosion ( ) pidentified in petroleum handling equipment Underground tanks Dispensers/Pumps Submerged pumps Etc.
Is ULSD the cause?
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Diesel Fuel OverviewDiesel Fuel Overview2012 ‐‐ Biodiesel usage continues at high level
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Diesel Fuel OverviewDiesel Fuel OverviewFuel System Issues & Concerns w/Biodiesel blends
Injector depositsF l filt l i Fuel filter plugging Injection pump durability (viscosity of Bio vs.#2 D)Materials incompatibilityMaterials incompatibility Fuel instabilityMetals contamination Low temperature handlingWater Bacterial growthBacterial growth
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Diesel Engine Technology Changes Diesel Engine Technology Changes C i idi i h Ch i i iC i idi i h Ch i i iCoinciding with Changes in Emissions Coinciding with Changes in Emissions
StandardsStandardsStandardsStandardsLSD (500ppm)EGR
LSD (500 ppm)Elec Fuel Control
ULSD FuelEGR/DPF/SCR/DEF
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Changes in Diesel Engine Fuel System Changes in Diesel Engine Fuel System h l ih l iTechnologiesTechnologies
• Fuel System ChangesFuel System Changes Higher injection pressures
Emergence of common rail injection systems
Nozzle design
Multiple injections per combustion cycle
Tighter tolerances
• Convergence of light duty and heavy-duty
designs
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XLP® Diesel AdditiveXLP Diesel Additive
• Multi‐functional additive– Detergent– StabilizerC i I hibi i– Corrosion Inhibition
– Lubricity Improver– Low Temperature Operability
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Injector Deposit AreasInjector Deposit Areas
TraditionalTraditional Nozzle coking
Needle Deposits
Source: Lubrizol
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Proprietary & Confidential Information of XLPSource: Lubrizol
Fuel System TestingFuel System Testing
• Cummins L-10 outdated and obsolete• Many engine specific tests surfaced over
the last 20 years, but no industry standard t l L 10to replace L-10
• Peugeot DW-10 – Industry standard by default–Details about the test ‐‐ next slide
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DW10 Nozzle Fouling DW10 Nozzle Fouling SSTest SummaryTest Summary
Hardware• High speed, direct injection common
rail enginerail engine.• Euro V‐type injectors (to promote
fouling)• Measures Loss of Power relative to
start of teststart of test• High speed/load conditions
Test procedure comprised of:• 16 hr new injector bedding in• 16 hr new injector bedding‐in• 8 hr cyclic running • 4 hr soak (engine off)• 8 hr cyclic running• 4 hr soak (engine off)• 4 hr soak (engine off)• 8 hr cyclic running• 4 hr soak (engine off)• 8 hr cyclic running• Total time = 16 + 32 +12 = 60 hrs DW10 Test Stand• Total time = 16 + 32 +12 = 60 hrs DW10 Test Stand
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DWDW‐‐10 Nozzle Fouling Test for 10 Nozzle Fouling Test for C il i j d i lC il i j d i lCommon Rail Direct Injected Diesel Common Rail Direct Injected Diesel
EnginesEnginesEnginesEngines• Test data demonstrates loss of engine power • Some data suggests the power loss problem to be• Some data suggests the power loss problem to be worse with biodiesel blends
• Following slides demonstrate this in B5 and B20Following slides demonstrate this in B5 and B20 blends
• Test data demonstrates additives ability to return engine to full power
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Deposits in Newer Technology Fuel Deposits in Newer Technology Fuel SSSystemsSystems
• Seen as distinct from “classic” nozzle coking and needle deposits Internal vs. external to fuel pressure‐side Sticking vs. physical blockage Similar in physical/chemical natureSimilar in physical/chemical nature
• Have become known as Internal Diesel Injector Deposits (IDID)
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Internal Diesel Injector DepositsInternal Diesel Injector Deposits
• Internal Diesel Injector DepositsC t l l l Control valve plunger
Needle guide
Above the needle seat
• Deposits inside spray channel reduce the hydraulic flow leading to a loss of power
• Injector tip deposits adversely effect the fuel spray leading to increased emissions and fuel consumptionfuel consumption
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Internal Diesel Injector DepositsInternal Diesel Injector Deposits
• Performance problems manifested as:
Poor/no start
Rough idle/driveabilityRough idle/driveability
Excess power/particulate production (sticking
open)
Loss of power (sticking shut)p ( g )
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DW-10 Test Data ExamplesDW 10 Test Data Examples
Note: The next three slides are for informationalNote: The next three slides are for informational purposes only. They do not represent performance of XLP® Diesel Additive at its normal treat rates.
They do, however, demonstrate power loss as measured by the DW‐10 test and the ability of d t t t t l tdetergents to restore lost power.
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Biodiesel & trace metal can cause problems in modern low emission DI Enginesin modern low emission DI Engines
Source: Chevron Oronite
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Engine Test Results in B5Engine Test Results in B5with 1ppm Znwith 1ppm Zn
P l f l 7%Power loss of nearly 7% without additive
EN 590 B5 fuel (DK1281) + 1ppm Zn, w/ additive
EN 590 B5 f l (DK1281) 1 Z / dditiEN 590 B5 fuel (DK1281) + 1ppm Zn, w/o additive
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Source: BASFProprietary & Confidential Information of XLP
DW10 Injector Clean Up DW10 Injector Clean Up
MCC 9910
MCC 9910 Clean Up
A customized clean up test utilized dirty injectors from an extended base fuel test. The engine was then run on MCC 9910 to complete power recovery in 16 cycles. The above data is presented to demonstrate that at higher detergency treat rates, clean up can occur more rapidly. This is not intended to represent specific performance of
XLP® Diesel Additive
MCC 9910 Clean Up
XLP Diesel Additive.
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Fuel DetergencyFuel Detergency• Detergents are used in diesel fuel to Clean up pre-existing deposits.Clean up pre existing deposits. To help prevent fouling and deposit
formation on and in fuel injector nozzles (Keep Clean) To help maintain cleanliness of the fuel
pump and component partspump and component parts To help reduce emissions To help restore lost power and fuelTo help restore lost power and fuel economy
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Fuel DetergencyFuel Detergency
• Detergents designed for legacy engineDetergents designed for legacy engine technologies such as Cummins L-10 are not cost effective to meet the needs ofnot cost effective to meet the needs of today’s high pressure common rail direct injected engine technology.jected e g e tec o ogy
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Cummins L10 InjectorsCummins L10 Injectors
S Ch O i
Fouled Direct Injector Clean Direct Injector
Source: Chevron Oronite
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High Pressure Common Rail High Pressure Common Rail Direct InjectorsDirect Injectors
Source: Lubrizol
Fouled Direct Injector Clean Direct Injector
Source: Lubrizol
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Why are Lubricity Improvers Why are Lubricity Improvers needed?needed?
• Ultra Low Sulfur Diesel (ULSD) has less• Ultra Low Sulfur Diesel (ULSD) has less lubricity due to the refining process used to remove sulfurremove sulfur
• Lubricity is required to protect fuel injection systems
• Lubricity is measured as a function of wear Measured by ASTM D 6079 – High Frequency
Reciprocating Rig (HFRR)Reciprocating Rig (HFRR)
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ASTM D6079 – Standard Test Method for E l ti L b i it f Di l F l b thEvaluating Lubricity of Diesel Fuels by the High-Frequency Reciprocating Rig (HFRR)
icrons
M
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Lubricity Benefits of XLPLubricity Benefits of XLP® ®
E h f f f l ith l b i it
Diesel AdditiveDiesel Additive• Enhance performance of fuels with poor lubricity
characteristics such as ultra low sulfur diesel• Increase service life of fuel handling and metering g g
systems• Demonstrates minimal interaction with basic system
contaminates (lube oils and caustic)contaminates (lube oils and caustic)• Excellent tolerance to water contamination• Does not contribute to combustion deposits
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Why are operability additives needed Why are operability additives needed for diesel fuel?for diesel fuel?
• At low temperatures, wax crystals form in diesel fuel causing problems with
i d filt tipumping and filtration.
• Wax can accumulate on fuel filterWax can accumulate on fuel filter media leading to plugging of small orifices and lines
(see pictures on following page)
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Why are operability additives needed Why are operability additives needed for diesel fuel?for diesel fuel?
Wax Crystal Formations in Untreated Diesel
Wax Crystal Formations in Treated Diesel
Source: BASFUntreated Diesel Treated Diesel
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Low Temperature Operability Tests for Diesel Low Temperature Operability Tests for Diesel F lF lFuelFuel
• Cold Filter Plugging Point test is the industryCold Filter Plugging Point test is the industrystandard test for determining low temperaturefilterability of diesel fuel.y
• Pour Point test is the industry standard test for id if i h hi h f lidentifying the temperature at which a fuel can be effectively pumped.
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ASTM D 6371 - Standard Test Method for Cold Filter Plugging Point of Diesel and
Heating Fuels
CFFPP
in
Sample 1 Sample 2
°F
Sample 1 Sample 2Proprietary & Confidential Information of XLP
Low Temperature Performance Low Temperature Performance of XLPof XLP® ® Diesel AdditiveDiesel Additive
Blend Pour Point, oF CFPP, oF*
ULSD Baseline -1 10
ULSD w/XLPDiesel Additive -36 -22
* CFPP = Cold Filter Plugging Point
XLP Diesel Additive improves low temperature characteristics of diesel fuel
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Benefits of Operability AdditivesBenefits of Operability Additives
Operability additivesOperability additives• Lower the pour point and cold filter plugging point.
• Reduce problems with gelling and filter plugging of• Reduce problems with gelling and filter plugging of diesel fuel.
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Why is Deicer needed?Why is Deicer needed?• Water contamination in diesel fuel is commoncommon.
• Ice crystals form in cool fuel and settleIce crystals form in cool fuel and settle to the bottom of tanks
• Ice crystals may cause additional problems with fuel pumpability and fuel filt l ifilter plugging.
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Diesel Fuel Deicer PerformanceDiesel Fuel Deicer Performance
32 o F30
40
0
10
20
30
on P
oint
-10 o F
-20 o F30 o F
-20
-10
0
ce F
orm
atio
-30 F
<-50 o F-50
-40
-30Ic
0:1 1:2 1:1-5 1:1 2:1
Ratio of Deicer to WaterXLP® Diesel Additive is effective in reducing ice formation
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Benefit of Deicer in XLPBenefit of Deicer in XLP®®
R d t t t hi h t i
Diesel AdditiveDiesel Additive• Reduces temperature at which water in diesel fuel forms ice crystals
• Improves operability of diesel fuel at cold temperaturesp
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Why is Corrosion Protection needed?Why is Corrosion Protection needed?
Corrosion Inhibitors are attracted to the exposed surfaces of metal to form a pprotective film which acts as a barrier to prevent water from contacting the surface of p gmetal components.
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Corrosion ProtectionCorrosion Protection
National Association ofCorrosion EngineersTest (NACE)
B+ or Better Grade is a passB+ or Better Grade is a passC or D Grade is a fail
Fail Pass
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Corrosion ProtectionCorrosion Protection
Fuel mixture NACE Ratingg
LSD blank C
ULSD blank C
LSD with XLP Diesel Additive A
ULSD with XLP Diesel Additive AULSD with XLP Diesel Additive A
XLP® Diesel Additive improves the corrosion protection of diesel fuelp
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Benefits of Corrosion Inhibitors in XLPBenefits of Corrosion Inhibitors in XLP® ®
Diesel AdditiveDiesel Additive
• Corrosion Inhibitors protect fuel handling systems and components fromsystems and components from corrosive effects of water
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Why are Fuel Stabilizers needed?Why are Fuel Stabilizers needed?• Stability is an indication of the sediment and gum forming tendency of fuelforming tendency of fuel.
• Gums and sediment can cause filter plugging, combustion chamber deposits, and can result in sticking of pumping and injection system componentscomponents.
• Combinations of ULSD fuel combined with biodiesel fuel(B20) are unstable and some arebiodiesel fuel(B20) are unstable and some are difficult to stabilize. (SwRI – CRC report 2005)
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Oxidation Stability (ASTM D2274)Oxidation Stability (ASTM D2274)6
y ( )y ( )
4
5
g/10
0ml)
2
3
otal
Inso
lubl
es (m
g
Base FuelDiesel w/XLP
1
2
To
0B20 HSD LSD ULSD B20wULSD
XLP® Diesel Additive improves the storage stability of diesel fuely
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Benefits of Fuel Stabilizers Benefits of Fuel Stabilizers
• Reduces filter deposits and plugging caused by gums and
in XLPin XLP® ® Diesel Additive Diesel Additive • Reduces filter deposits and plugging caused by gums and sediment formed in unstable fuel
• Reduces potential for injection and pumping systemReduces potential for injection and pumping system component sticking
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SummarySummary• XLP® Diesel Additive….
– Can provide engine clean up and keep clean performance in legacy engineslegacy engines
– Can help control deposit formation on fuel injector nozzles and act to prevent corrosion of nozzle ports. Can aid in preventing deposit and gum formation on high– Can aid in preventing deposit and gum formation on high pressure fuel injector parts.
– Can remove pre‐existing deposits.Can help restore lost fuel economy– Can help restore lost fuel economy
– Can help reduce emissions
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SummarySummary• XLP® Diesel Additive….
Can provide excellent corrosion protection– Can provide excellent corrosion protection– Can improve fuel stability– Can help meet the lubricity recommendations of the Engine Manufacturer’s Association*Manufacturer s Association
– Can reduce pour point, by up to 35 degrees*– Can reduce cold filter plugging point, by up to 32 degrees*– Can provide deicing protection down to <‐50 oF– Can provide deicing protection down to <‐50 F*Results are fuel specific
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Diesel AdditiveDiesel Additive
• Reformulate current productp– Improved detergency levels– w/Cetane improver – drums only
• Introduce small bottle for pickup truck– 1 tank producttank product
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Premium Deposit Control for thePremium Deposit Control for the Gasoline Aftermarket
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XLP Gas Additive is a premium injector and intake valve deposit control additive combined with the powerful benefits of a friction modifier to provide your customers with a performance boosting aftermarket additive – beginning with the first time it is g gused.
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Why is Deposit Control needed?
The Clean Air Act mandates that all gasoline beThe Clean Air Act mandates that all gasoline be treated with detergent which is intended to prevent formation of fuel system deposits, based on the premise that clean engines operate more efficiently and ultimately reduce emissions.
These “minimum” levels of detergent may notThese “minimum” levels of detergent may notprevent the formation of deposits on fuel injectors, carburetors, and intake valves, in fact, they may y ycontribute to deposits.
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The Hump Effect
ptb= pounds per thousand barrels
Source: BASF
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What are the harmful effects of What are the harmful effects of
• Carburetor/Fuel Injector Deposits Cause:deposits?deposits?
Carburetor/Fuel Injector Deposits Cause:–Hesitation/Stumbling–Higher Emissions of Hydrocarbons and Carbon M idMonoxide
– Lower Fuel Economy– Lower Power Output
• Intake Valve Deposits Cause:–Hesitation/StumblingHi h E i i f H d b C b M id–Higher Emissions of Hydrocarbons, Carbon Monoxide and Nitrogen Oxides
– Lower Power Output
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Intake Valve DepositsIntake Valve Deposits•• Power LossPower Loss•• Reduce DriveabilityReduce Driveability•• Increased Exhaust Increased Exhaust
EmissionsEmissions
Injector Pintle DepositsInjector Pintle DepositsReduced DriveabilityReduced Driveability•• Reduced DriveabilityReduced Driveability
•• Power LossPower Loss•• Reduced Fuel Reduced Fuel
EconomyEconomyyy•• Increased Exhaust Increased Exhaust
EmissionsEmissions
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Intake Valve Deposits
Dirty Valves
Clean ValvesSource: Chevron Oronite
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Port Fuel Injector Performance
Fuel Injector:The clearances in a port fuel injector are as fine as a human hair.Deposits disrupt fuel flow
FuelFuelInjectorInjector
IntakeIntakeV lV l Deposits disrupt fuel flow
and spray pattern.Symptoms:
ValvesValves
C b tiC b ti Hesitation or stumble during acceleration, loss of power and increased
CombustionCombustionChamberChamber11
po e a d c easedemissions.
1XLP® Gas Additive does not contribute to Combustion Chamber Deposits
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Port Fuel Injector Performance
Deposits on Deposits on Injector PintelInjector Pintel
Clean Injector Clean Injector PintelPintel
Source: Chevron Oronite
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Fuel Injector Deposits
Clean InjectorDirty Injector
Flow RestrictionFlow RestrictionPoor Spray PatternPoor Spray Pattern
No Flow RestrictionNo Flow RestrictionEven Spray PatternEven Spray Pattern
Source: Chevron Oronite
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Direct Fuel Injector Deposits
Dirty Injector
Source: Chevron Oronite
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Performance Benefits of the Performance Benefits of the Deposit Control AdditiveDeposit Control Additive
XLP® Gasoline Fuel System
• Provide excellent port fuel injector deposit cleanup Cleaner can:p j p p
and keep‐clean performance
• Provide excellent intake valve deposit cleanup and keep‐clean performance
• Have no detrimental side effects
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Performance Benefits of the Performance Benefits of the Friction ModifierFriction Modifier
Can be both Immediate and Long‐Term
• Immediate Benefits include:
Can be both Immediate and Long Term
–Can Improve Fuel EconomyUp to 4%
–Can Reduce Internal Friction in the EngineCan Reduce Internal Friction in the Engine
• Long Term Benefit with continued use can improve/restore fuel efficiency of engine oil
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Performance of the Friction ReducerPerformance of the Friction Reducer
Additized gasoline is transferred from the
Additized gasoline injected into the Additized gasoline injected into the cylinder/combustion chambercylinder/combustion chamber
Additized gasoline is transferred from the fuel tank to the injector
cylinder/combustion chambercylinder/combustion chamber
Immediate gain from wetting the walls of the cylindersImmediate gain from wetting the walls of the cylindersImmediate gain from wetting the walls of the cylinders, Immediate gain from wetting the walls of the cylinders, providing additional upper cylinder lubricationproviding additional upper cylinder lubrication
Long term gain from accumulation in crankcase engine oilg g g
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Long Term Benefit from Long Term Benefit from ggAccumulation in the oil can Accumulation in the oil can
depend upon:depend upon:• Additive treatment rate
i f f l d b il h
depend upon:depend upon:• Quantity of fuel used between oil changes• Additive accumulation rate
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Advantages to your Customers Advantages to your Customers
• Restoring Lost Power
g yg yCan Include:Can Include:
Restoring Lost Power• Improving Acceleration• Smoothing Out Rough IdlingSmoothing Out Rough Idling• Increasing Fuel Economy• Eliminating Intake Valve Sticking• Eliminating Intake Valve Sticking• Providing Excellent Protection against Corrosion • Use in New and Old Engines• Use in New and Old Engines• No Detrimental Side Effects
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