Caterpillar On-Highway Diesel Engine Fluids Recommendations Caterpillar

Lubricity and Low Sulfur Diesel (LSD) and Ultra Low Sulfur Diesel (ULSD) Fuel

Note: In the U.S., burning fuel with greater than 15 ppm sulfur in model year 2007 and newer on-highway diesel engines is illegal and punishable with civil penalties.

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. Refer to this Special Publication, "Distillate Diesel Fuel" article for additional information. Also, refer to the most current revision level of "ASTM D975 (Standard Specification for Diesel Fuel Oils)" for additional information.

Note: "ASTM D975" currently allows up to 5 percent biodiesel blends. Refer to this Special Publication, "Fuel Specifications" and the "Biodiesel" topic for guidance when biodiesel will be used.

In Europe, the commonly available diesel fuel will have 0.005 percent (50 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 5 percent biodiesel blends. Refer to the "Fuel Specifications" section and the "Biodiesel" topic in this Special Publication for guidance when biodiesel will be used.

In the United States (U.S.), a new 0.0015 percent (15 ppm) limit on fuel sulfur was introduced for the on-highway diesel engine market in October of 2006. Owners of model year 2007 and newer (U.S. EPA 2007 certified) on-highway diesel engines must refuel only with ULSD. Owners of 2006 and older model year on-highway diesel engines may use ULSD or LSD fuel during the transition period. In the U.S., starting December of 2010, only ULSD will be available for on-highway use. The 2007 and newer on-highway diesel engines are designed to operate on ULSD. Use of LSD or other fuels with more than 15 ppm sulfur in these engines will reduce engine efficiency and engine durability, and may damage emission control systems. Failures that result from the use of fuels are not Caterpillar factory defects. Therefore, the cost of repair would not be covered by a Caterpillar warranty.

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 that are lower in viscosity or that have been hydro-treated. 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. Also, refer to this Special Publication, "Distillate Diesel Fuel (Fuel Recommendations for On-Highway Diesel Engines)" article, "Aftermarket Fuel Additives" and "Cat Diesel Fuel Conditioner" topics.

The fluid's lubricity describes the ability of the fluid to reduce the friction between surfaces that are under load. This ability reduces the damage that is caused by friction. Fuel injection systems rely on the lubricating properties of the fuel. Until fuel sulfur limits were mandated, the fuel's lubricity was generally believed to be a function of fuel viscosity.

The process that is most commonly used to remove sulfur from fuel is called hydro-treatment. This process is also the most economical process. Each source of crude oil contains different amounts of sulfur. Crude oils typically require hydro-treatment to obtain the 0.0015 percent maximum sulfur limit. Crude oils with high sulfur require a more severe treatment.

The hydro-treatment removes the fuel's sulfur as well as other components. The treatment removes nitrogen compounds, polar materials, bicyclic aromatics, polycyclic aromatics, and oxygen compounds. While the removal of sulfur has shown no detrimental effects to the engine, the removal of other compounds have lowered the lubricity of the fuel. As a result of the lowered lubricity, the fuel is less tolerant of contamination by water and dirt. The lower fuel lubricity can be seen as abrasive wear of fuel system components. Fuels that have a low lubricity may not provide adequate lubrication to plungers, to barrels, and to injectors. This problem may be compounded in areas that require winter blends of fuel. The lighter winter fuel blend has the following characteristics: lower viscosity, lower cloud point and lower pour point.

When required, the fuel's lubricity may be enhanced with additives. Many fuel suppliers treat the fuel with these additives. Do not use a fuel lubricity additive before you consult the fuel's supplier. Some aftermarket additives may not be compatible with the additives that are already in the fuel, and some may damage emission control systems. Some additive packages that are supplied by the aftermarket manufacturer may not be compatible with the seals that are used in fuel systems of some diesel engines. Other additive packages that are supplied by aftermarket 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.

Maximum life of the fuel system can be achieved by performing the following tasks: using a reliable fuel supplier and performing proper maintenance of the fuel system. Caterpillar Advanced Efficiency fuel filters are required for diesel engines that run on diesel fuel in order to provide maximum life to the fuel system.

Note: Lighter fuels are frequently used in arctic temperatures. Lighter fuels may include the following fuels: Jet A, Jet A-1, JP-8, JP-5 and kerosene. The specifications that apply to these fuels do not include a minimum lubricity requirement. Do not assume that a fuel meets the minimum Caterpillar specification. Consult the fuel supplier for proper recommendations on fuel lubricity additives.

Note: The sulfur levels for Jet A, Jet A-1, JP-8, JP-5 and kerosene fuels typically far exceed 15 ppm, the U.S. ULSD, and the sulfur levels for these fuels typically far exceed 50 ppm, the European low sulfur fuel.

Note: For best results, your fuel supplier should treat the fuel when additives are required.

Refer to this Special Publication, "Distillate Diesel Fuel (Fuel Recommendations for On-Highway Diesel Engines)" article, "Aftermarket Fuel Additives", "Cat Diesel Fuel Conditioner", and "Alternative Fuels - Arctic Applications" topics for guidance.

Viscosity

The viscosity of the fuel is significant because the fuel serves as a lubricant for fuel system components. Fuels need to have sufficient viscosity. The fuel must lubricate the fuel system in both extremely cold and in extremely hot temperatures. If the kinematic viscosity of the fuel is lower than 1.4 cSt as supplied to the fuel injection pump or to the unit injectors, excessive scuffing and seizure can occur.

For distillate fuel configured engines, Caterpillar recommends a fuel viscosity as delivered to rotary fuel injection pumps of between 1.4 cSt and 4.5 cSt, and between 1.4 cSt and 20 cSt for all other fuel injection pumps.

If a fuel with a low viscosity is used, cooling of the fuel may be required in order to maintain 1.4 cSt or greater viscosity at the fuel injection pump. Fuels with a high viscosity might require heaters in order to lower the viscosity to either 4.5 cSt or less for rotary fuel injection pumps or 20 cSt or less for all other fuel injection pumps.

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 increase 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 8°C (12 to 15°F) 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.

Most fuels that have a cetane number above 40 will permit acceptable engine starts in warmer outside temperatures. The engine will start satisfactorily with this fuel when the engine is kept warm. The engine can be kept warm by using either a heated enclosure or a properly sized coolant heater.

During average starting conditions, direct injection diesel engines require a minimum cetane number of 40. A higher cetane value may be required for operation in high altitudes or for cold weather operation. The minimum fuel cetane number that is required for the precombustion chamber (PC) diesel engine is 35.

Modifying the Cetane Number

The cetane number of a fuel can be changed if the fuel is mixed with a fuel that has a different cetane number. Generally, the cetane number of the mixture will be in direct relation to the ratio of the fuels that were mixed. Your fuel supplier can provide the information about the cetane number of a particular fuel.

Additives can also be used to improve the cetane number of a fuel. Additives are evaluated through testing in special engine tests. However, the fuel characteristics of additives used to improve fuel cetane number are different than the naturally occuring proper cetane fuel. While both fuels may be rated as having the same cetane number, starting may be different.

Cloud Point

It is important to understand that the cloud point of a fuel is different from the pour point. There is no relationship between cloud point and the pour point. The cloud point is the temperature that allows some of the heavier components in the wax to solidify 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 high fuel energy content and the wax has a very high cetane value. Removal of the heavier wax lowers the cloud point of the fuel. Removal of the wax also increases the cost because less fuel can be made from the same amount of crude oil. Basically, a No. 1 diesel fuel is formulated by removing the wax from a No. 2 diesel fuel.

The cloud point of the fuel is important because the cloud point can limit the performance of the fuel filter. The wax can alter the fuel characteristics in cold weather. Solid wax can fill the fuel filters. The solidified wax will stop the flow of fuel. Fuel filters are necessary in order to remove dirt from the fuel. The filters block foreign material, and the filters protect the parts for the fuel injection system. Since fuel must flow through the filters, installing a fuel heater is the most practical way to prevent the problem. A fuel heater will keep the fuel above the cloud point as the fuel flows through the fuel system. The fuel heater will permit the wax to flow through the filters with the fuel.

Modifying the Cloud Point

You can lower the cloud point of a diesel fuel by mixing the diesel fuel with a different fuel that has a lower cloud point. No. 1 diesel fuel or kerosene may be used to lower the cloud point of a diesel fuel. The efficiency of this method is not good, because the ratio of the mixture does not have a direct relation to the improvement in cloud point. The amount of fuel with low cloud point that is required makes the process less preferable to use.

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. This specification 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.

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. For mixing precautions, see the section "Pour Point".

Illustration 1	g00592741
Cloud point of fuel mixtures Generally, the most practical method that is used to prevent problems that are caused by fuel cloud point at low temperatures is the use of fuel heaters. In most applications, fuel heaters can be used at a lower cost than fuel mixtures.

Pour Point

The fuel's pour point is a temperature below the fuel's cloud point. Fuel stops flowing below the pour point. The pour point is the temperature which limits movement of the fuel with pumps.

To measure the pour point, the fuel temperature is lowered below the cloud point in steps of 3°C (5°F) at a time. The temperature is lowered until the fuel does not flow. The pour point is the last temperature that is shown before the flow stops. At the pour point, the wax has solidified out of the fuel. This makes the fuel more solid than liquid. The pour point of the fuel can be improved. This does not require the removal of important elements. This process is the same process that is used to improve the cloud point of fuel.

A fuel's pour point should be at least 6°C (10°F) 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.

Modifying the Pour Point

You can lower the fuel's pour point by using additives. You can also lower the pour point of a diesel fuel by mixing the diesel fuel with a different fuel that has a lower pour point. No. 1 diesel fuel or kerosene may be used to lower the pour point of a diesel fuel. The amount of fuel with low pour point that is required makes the process less preferable to use.

The following illustration contains a table that can be used to find the necessary mixture for two fuels with different pour points. This is true only if the fuels do not have additives which change the pour point. In order to use the table, you must know the exact pour point of each fuel. This specification can change from one purchase of fuel to the next purchase of fuel. This specification is normally available from personnel at the source of the fuel supply. When fuels that have a lower pour point are not available, this method cannot be used.

Illustration 2	g01180699
Pour point of fuel mixtures

In order to calculate the amount of lighter fuel that is required to be blended with the heavier fuel, perform the following steps:

1. Obtain the specification for the cloud point or the pour point of both fuels from your fuel supplier.

2. Locate the cloud point or the pour point of the heavier fuel on the left side of the table. Mark the point on the table.

3. Locate the cloud point or the pour point of the lighter fuel on the right side of the table. Mark the point on the table.

4. Draw a line between the two points that were established. Label this line "A".

5. Determine the lowest outside temperature for machine operation. Find this point on the left side of the table. Mark this point. Draw a horizontal line from this point. Stop the line at the intersection of line "A". Label this new line "C".

6. Line "C" and line "A" intersect. Mark this point. Draw a vertical line from this point. Stop the line at the bottom of the table. Label this line "B". The point at the bottom of line "B" reveals the percentage of lighter fuel that is required to modify the cloud point or the pour point.

The above example shows that the blending will require a thirty percent mixture of lighter fuel.

Additives are a good method to use in order to lower the pour point of a fuel. These additives are known by the following names: pour point depressants, cold flow improvers and wax modifiers. When the additives are used in a low concentration, the fuel will flow through pumps, lines, and hoses.

Note: These additives must be thoroughly mixed into the fuel at temperatures that are above the cloud point. The fuel supplier should be consulted in order to blend the fuel with the additives. The blended fuel can be delivered to your fuel tanks.

Moisture Content

Problems with fuel filters can occur at any time. The cause of the problem can be water in the fuel or moisture in the fuel. At low temperatures, moisture causes special problems. There are three types of moisture in fuel: dissolved moisture (moisture in solution), free and dispersed moisture in the fuel and free and settled 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. The amount of moisture decreases as the temperature is lowered. For example, a fuel could contain 100 ppm (0.010 percent) of water in solution at 18°C (65°F). This same fuel can possibly hold only 30 ppm (0.003 percent) at 4°C (40°F).

After the fuel has absorbed the maximum possible amount of water, the additional water will be free and dispersed. Free and dispersed moisture is fine droplets of water that is suspended in the fuel. Since the water is heavier than the fuel, the water will slowly become free and settled at the bottom of the tank. In the above example, when the fuel temperature was lowered from 18°C (65°F) to 4°C (40°F), 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.

If a filter is plugged and fuel flow is stopped, perform the following procedure to determine the cause:

1. Remove the fuel filters.

2. Cut the fuel filters open.

3. Inspect the fuel filter before the filter warms. This inspection will show that the filter is filled with particles of either ice or wax.

The moisture which is free and settled at the bottom of the tank can become mixed with the fuel. The force of any pumping action will mix the moisture with the fuel whenever fuel is transferred. This moisture then becomes free and dispersed water. This moisture can cause ice in the filters. This moisture can cause other problems with filters at any temperature. Generally, the same force that mixes the water into the fuel will also mix dirt and rust from the bottom of the tank with the water. The result is a dirty mixture of fuel and water which can also fill the filters and stop fuel flow.

Specific Gravity / API Gravity

The specific gravity of diesel fuel is the weight of a fixed volume of fuel in comparison to the weight of the same volume of water at the same temperature. A higher specific gravity correlates into a heavier fuel. Heavier fuels have more energy or power per volume for the engine to use.

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. See this publication, "Lubricity and Low Sulfur Fuel" under the "Characteristics of Diesel Fuel" section.

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 with diesel fuel. Blending alcohol 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.

Show/hide table

Mixing alcohol or gasoline with diesel fuel can produce an explosive mixture in the engine crankcase or fuel tank. Personal injury and damage to the engine may result. Caterpillar recommends against this practice.

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.

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 for 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. Storage life for biodiesel and for biodiesel blends that are greater than B20 may be much shorter than six months.