p. 1


# OAR Box 

# 1135 Prepped by Candice Davis



## Document

Number: 

# 32 ) II-E- 2 Docket Number: 

# A-86-0 3

Printed 4/21/200811:41:17

AM Sheet 32 of 65

# /f-^-0^-JT-£--x. P. 2

America n Petroleu m Institute 122 0 L Street , Northwest Washington , D.C
. 2000 5 202-682-800 0 

# 4 > Jame s (202 ) E . William s 682-815 5 ENVIRONMENTA L PROTECTIO N 

## SE P 

## 0 8 198 6 CENTRA L DOCKE T SECTIO N Augus t 15 , 198 6

Mr . Timoth

yL . Spri k U . S . Environmenta l Protectio n Agenc y Emissio n Contro l TechnologyDivisio n 256 5 Plymout h Roa d Ann Arbor , Michiga n 4810 5 Dea r Mr . Sprik : Thank yo u fo r arrangin g fo r u s t o visi t wit h EPAi n Ann Arbo r o n Augus t 21 , 198 6 t o tal k abou t diese l fue l perform

anc e an d processing . Som e topic s tha t w e woul d lik e t o cove r ar e attached . W e wil l arriv e a t th e An n Arbo r offic e a t 9:0 0 a.m . Th e AP I representative s wil l includ e Jac k Freema n o f Sun , Bo b Warde n an d Mik e Ingha

mo f Chevron , Rand

y Littl e o f Amoco , Berni e Krau s o f Exxon , E d Barr yo f Mobil , Joh n Basset t o f Unoca l an d me . W e loo k forwar d t o a n informativ e meeting . Ver ytrul yyours ,
Jame s E . William s cc : Charle s L . Gray , Jr , Cheste r J . Franc e Richar d A . Rykowsk i

#27-nlc- 4P. 3



### AGEND A API/EP AMEETIN

G An n Arbor , Michiga n Augus t 21 , 198 6 9:0 0 a.m .
I . Introductio n J . Freeman , Sun Refinin g an d Marketin g II . Effect s o f Diese l Fue l Sulfu r Conten t o n Engin e Wea r an d Engin e Lif e M . Ingha m Chevro n Researc h

III . Effect s o f Diese l Fue l Aromatic s

Conten t o n Engin e Fue l Econom y M . Ingha

m Chevro n Researc h
IV . Effect s o f Change s i n Diese l Fue l E . Barry , Mobi l Researc h Compositio n o n Emission s an d Developmen t Descriptio n an

d Statu s o f CR C Projec t B . Kraus , Exxo n Researc h & Engineerin g
V . Discussio n an

d Comment s o n Bonne r R . Warde n an d Moor e Propose d Wor k Pla n Chevro n Researc h

#28-nlc- 4



# 2 -P. 4



# ^\9 X /EV A .tf\ECT\N G %j^\ \%(? V J PWS
. 7?. 8. C*)/Q/v>e*aS



# Jl*U Fh *S.^ 4U&.AS 

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## ^ P HO N 

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## 4/S~- 6>20 " 2*~Z o ZO/ -474-Z779 >/ ? - 66

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# 3

_Circl e No . 2 8 o n Car d



# ETIH G SSIO N

mark s an d grease . Affordabl e - Forme

x stainless stee l is now ver

y affordable , representin g onl ya smal l part o f you r tota l investment
. Attractive Appearanc

e - Forme xstainless stee l i s a heav y1 2 guag e wit h a VA" rule-rai l bea

d aroun d to p circumference tha t provide s a n attractiv e appearanc

e an d eliminate s shar p edges
. 

# os a
/ A cal l 804-233-6987 ) 1 4 o n Car d Th e Convenienc e Stor e Divisio n o f Kee

ble r Compan y i s no w offerin g Sof t Batc h Cookie s t o help C-store operator s tak e advantag e of

th e growin g deman d for sof t cookies
. Th e ne w cookie s ar e availabl e i n th e popular chocolat e chi p variet

y an dar e package di n brigh t

re dfoil bags , wit

h 24 3-oz
. bag s pe

r case . 

### Keeble r Co. , Convenienc e Stor e Div . Circl e No . 4 9 o n Car d A ne w 60-bag shippe r

o f Campin o Fruit Drop s fro mStorc k

i s ideal for

impulse

sale s a t convenienc e stores . Th e easy-to
assembl e shippe r

hold s 6 0 8-oz
. bags
. Eac h ba g o f

Campin o hold s avariet

y o f th e frui t flavors an dal l ar e individ

ually wrappe di n clea

r cell o s o th e colo r an dquality shin e through
. 

### StorckU.S A y •• Circl e No
. 3 1 o n Car d 

## Security Syste m Give s Remote Warnin g ^teadFuel^Additiye ^ / . WreatsfLowjLeadlFuei^ X

lllllll l i l l <Q) 

### 0


## %. &rk>.. -r>. w ws^fffir ^ - «#%* • .».>( ? *$$&$*; Silen t Watchma n Controlin k

I I i s abl e £ t o remotel y identif

y illega l entry . Upo n £...., , entry o f abuildin g secure dby Contro-^Octane"'Boos t Corp
. ha s introduce d lin k II , immediat e notificatio n ca n b e mad e o f th e entr y an didentif

y which i\\. •^l'04fv>Riea

l Lea dfuel/additiv e i n re spons e t o th e government' s phasedow n lega l ke y o r ke y cod e ha s been used , f

"\/"of'tetraethy l leadiri'gasoline ^ Designed Th e redesigne deight

zon e alarmpane l | to''actuall y increas e th e leadconten t of offer s several addtiona l ne w features.* ' low^eadr gasolinies , th e additiye'i s sai d At closing , it

wil l no t onl y indicat e that; ' toVhelp^lubricat e an dprotec t

valve s an d azon e i s zone dout , bu t wil l pinpoints , valv^eats.i n olde r engines: ' whic h one . Controlin k

I I i s equippetfV y bne N quar t of-th e produc t

treat s 20 wit h multipl e phon e lin e outpu t t o in-^\gallons x o f

gasoline , increasin g th e lea d sur e ever y signal i s immediatel y trans
- V-fcohtent^th e equivalent/o f 0. 1 gra mo f mitted
. Redesig n modification s als o in-^^eadT>e r gallon , th e compan y said
. I t i s elud e smalle r

panel , with all'switches'^'^ecoin.mende dfor olde r cars , trucks , in

no w accessibl e withou t openin g the! ; ooardvand'outboar dmarin e engines , pane l door
. A

n additio n ke

y switch act s a s an enabl e switc h for

usin g th e zone out , test , informatio n dum p an drese t switches
. 

### Silen t Watchma n Corp . Circl e No
. 3 0 o n Car d motorcycles , snowmobile s an dfar mand industria l equipment
. I t i s sai dt o b e saf e fo r al l fue l system s an dlega

l whe n sol da s a n aftermarke t

additive
. 

### Octan e N 

### Boos

t Corp . • • Circl e No . 5 7 o n Car d 

# 4 PI

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# EFFECT S O F DIESE L FUE L SULFU R CONTEN T O N

ENGIN E WEA R AN D ENGIN E LIF E

b >Sl



## E

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### 7 3 c c i
_ 

## a o 

# EFFEC T O F ENGIN E OI L ALKALINIT Y AN D

FUE L SULFU R O N RIN G WEA R EM D SD4 5 Locomotiv e wit h Radioactiv e Ring s

0.75 % v

~ NO.5 % 

### ^
^.25%^ .

- 0%^^^ ^

. i ~ ~ \ ! 

## \ 1 % Sulfu r Fue l

\ \



## 1 3 5 7 9 TB N (AST M D 2896) , m g KOH/ g



# fc Chevro n Researc h Compan y Richmond , Californi aP. 8



# RIN G WEA R A T 1.0 % AN D 0.5 % FUE L SULFU R (150-HOU R TEST ) Tota l Rin g W t Loss , m g 40 0 r 30 0

20 0

10 0

< i 

# O t

0.5 % Fue l \ Sulfu r\ 

# •1 % Fue l Sulfu r ° 0.5 % Fue l Sulfu r

1.0 % Fue l Sulfu r

1 0 1 5 2 0 2 5 Startin g Alkalinit yValu e AST M D 289 6 -SA E 3 0 wit h 0 % D Fue l Sulfu r
3 0

Chevro n Researc h Compan y Richmond , Californi a

### cxQ 

# FFFECT'O F FUE L SULFU R O N PISTO N TOTA L RIN G WEA R

EFFEC T O h r u {300 

# . HOU R 

# TEST ) Tota l Rin g Wt Loss , m g 1400 r 

## 1200 H 100 0 80 0 600 H 40 0

Startin g Alkalinit y Valu e AST M D 289 6

Ch.•.•o«•<«»•• ,c,,c •"' , "" 'P.1 0



# MAC KT- 6 TES T Tota l Rin g W

t Los s i n m g 90 0
800 ?
70 0 - 600 - 50 0 -

1. 1 2. 0

Sulfate d Ash , %

J s 

## 2. 5 9. 0 17. 0

Alkalinit y Valu e AST M 289 6 24. 5

### C 7 

# MAC KTZ-67 5 TES T

Oi l Consumption , Lb/bhp-H r £

• g/kVV h 12. 4 

### 0.00 4 r 1 9 Individua l Test s ,1. 8 0.00 3 h

0.00 2 1. 2

0.00 1 0. 6 Correlatio n Coefficien t = 0.8 5 (Neglectin g On e Statisticall y Rejecte d Dat a Point )


## 1. 0 2. 0 3. 0 —J O 4. 0 To p Lan d Deposit , gram s

# EFFECT S O F DIESE L FUE L SULFU R CONTEN T O N

ENGIN E WEA R AN D ENGIN E LIF E Reductio n o

f Fue l Sulfu r fro m 0.2 5 t o 0.0 5 Ma y Reduc e Corrosiv e Pisto n Rin g Wea r b y 10-20 % i n Som e Engine s Corrosiv e Wea r i s No t th e Primar y Reaso n fo r Engin e Overhaul s i n th e U.S . - Engine s ar e Overhaule d fo r th e Followin g Reason s -Los s o f Oi l Contro l Du e t o •Remova l o

f Lubrican t an d Bor e Polishin g Resultin g fro m Excessive To p Lan d Pisto n Deposit s •Pisto n Rin g Scuffin g Resultin g fro m Over-Fueling , Over heatin g o r Lac k

of Oi l
•Broke n Pisto n Ring s Resultin g fro m Excessiv e Wea r of Aluminu m Pisto n Groove s o r Overus e of Jacob s Brake s

- Mechanica l Failure s •Bearin g Failure s Du e t o Fatigu e o r Oi l Contaminatio n
•Camshaft Failure s Du e t o Manufacturin g Q . C . Problem s
•Injecto r Failure s Causin g Over-Fueling , Pisto n Burnin g and/o r Rin g Scuffin g^ 

# EFFECT S O F DIESE L FUE L AROMATI C

CONTEN T O N FUE L ECONOM Y,„-' — P . 1 4



### VOLUrCTRI C BSFC VERSU S AROMATICS ' CONTENTFOR FUEL S TESTE D I N TH E NT C 29 0 LEGEND : A = 1 OES , B = 2 OBS , ETC
. 0.05 9 • " ' •

U 0.05 8 ' 

### E I G H T0.05 7 < 

### E D V 0 0.05 6 • 

### L U M E T0.05 5 < 

### R I C B 0.05 4 

### S F C « 0.05 3 < 

### G A L / B 0.05 2 < 

### H P H R 0.05 1 < 

### B

• A A

### A

- 

### B A A •


### A K 

### A

•

h *

• 

### A

AA



### A B A
B A A

### A
A A BB A 

### A AA 

### A A A 

### A A C A B A C A AA

' A 

### C B A B A 

### A AB A 

### B A AA 

### C B A A A A B A A

0.05 0 A A A

A AA A



### 6 9 1 2 1 5 IS 2 1 24 27 3 0 3 3 3 6 3 9 M 2 4 5 4 8 5 1 5 4 57 AROMATICS , VOL . I 

# 13P.1 5



## DENSITY VERSU S AROMATIC S CONTENT FG R FUEL S TESTE D I NTH E NT C 29 0

0.9 0 • I 0.8 9 • 0.8 8 • 0.8 7 * 

# I 0.8 6 • 0.8 5 • 

# 1 D 0.8 4 • E 1 N1 S 0.8 3 • I I T Y 0.8 2 • 0.8 1 • | 

## 0.8 0 • 0.7 9 + | • 

## 0.7 8 0.7 7 +

+ 

## 0.7 6 •

. 6 LEGEND : A= 1 OBS , B
- 2 OBS , ETC . C

B
6 B D B T 

# 0 c A B . 

## C B B D B E 

## C B C B
B B
I . . •



## " T 12~ " 15 " 1 8 2 1 2 4 2 7 3 0 3 3 3 6 3 9 4 2 4 5 4 8 5 1 5 4 5 7

AROMATICS , VOL . 1
\>\

# REDUCIN G AROMATIC S CONTEN T WIL L INCREAS E VOLUMETRI C FUE L CONSUMPTIO N RAT E

•Reducin g Aromatic s fro m 28 % t o 20 % Increase s Fue l Consumptio n b

y —3 % i n Cummin s NT C 29 0 S.S . Testin g



# P

# CONVERSIO N O F FUE L SULFU R T O PARTICULAT E SULFAT E

r - • &

T 3 0 ) 

# I 1 0 

## o £ » - 5 3 3 

### : = 

### o
3 L L ^ o 

## o

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# o L 0. 1 o Cruise , Hig h Powe r 

## Idle , ~ •—* — 

## Chassi s Dynamomete r a a a Q



# 1 1

Chassi s Dynamomete r 0. 2 0. 3 Fue l Sulfur , % D Cold-Start Transien t 0 Hot-Start Transien t 140 0 rp m Stead y State 0. 4 0. 5 

# _ J 0. 6

Laborator

y Engin e 

# { o Hig h Powe r

•Cruis e A Idl e Chevro n Researc h Company

Richmond , Californi a

# COMPARISO N O F FUE L EFFECT S SENSITIVIT Y DAT A FO R HEAVY-DUT Y DIESE L PARTICULAT E EMISSION S BS P (g/bhp-Hr ) = a + b (Aromatics , Vo l % ) + c (T 90 

# , °C ) + d (Sulfur , W t % )

Dat a Sourc e Chevro n NT C 29 0 Stead y Stat e SA E Pape r 84136 4 Mobil/Cat . 3406 B Stead y Stat e SA E Pape r 85207 8 Mobil/Cat . 3406 B Transien t SA E Pape r 85207 8 Chevro n NT C 35 0 Stead y Stat e T o b e Publishe d Aromatic s Effec t b 2.7x10" 3


## 0.54X10" 3


## 11.0x10- 3


## 6.4x10- 3 cr

0.36x10- 3
0.63x10- 3
2.8x10* 3
0.93x10- 3 T 

### 9 0



## Effec t c 4.9x10" 4


## -0.26x10" 4


## -4.2x10" 4


## 10.0x10" 4 

## a

1.7x10- 4


## 1.7x10" 4


## 10.0x10" 4


## 2.5x10" 4 

## Sulfu r

Effec t d 0.3 6
0.1 6
N/ A
0.2 9 cr 0.0 3
0.0 2
N/ A
0.0 4 Numbe r o f Fuel s Teste d 4 2
1 0
6
1 0

# COMMENT S O N HEAVY-DUT Y

DIESE L FUE L EFFECT S SENSITIVITIE S Mobil/Cat . 3406 B Aromatic s Sensitivitie s Represen t th e Extreme s o

f th e Dat a Currentl y Availabl e

* o Facto r o f 2 0 Differenc e Betwee n S.S . an d Transien t Aromatic s Sensitivit y i n Mobil/Cat . Stud y Beg s th e Questio n o f Tes t Cycl e Representativenes s T 9 0 

# Effec t i s No t "Statistically " Meaningfu l i n an y Stud y Chevro n NT C 29 0 Sulfu r Sensitivit y Represent s Uppe r Extreme , bu t i t i s Supporte d by Subsequen t NTC C 35 0 Dat a Transien t Sulfu r Sensitivit y Dat a i s Neede d

T J 1( 0P.2 0


### Subjec t OIESE L FUE L NE T HEA T Q F COMBUSTION AN O TRUC KFUE L ECONOM

YRELATIONSHI P Interoffic e Correspondenc e
Dat e Augus t 13 , 198 6 Locatio nProduc t Development , Marcu s Hoo k Fro m J . S . Smit h 

## T o Mr . J . H . Freema n Mr . 0 . E . Crow : Mr . R . R . McGrew : Mr . S . G . Miller : Fo r you r informatio n 

### j . q . Griffith , I

SUMMAR Y Th e consumptio nrate s i ntruck s o f a |2 D diese l fuel , and a 50/5 0 blend o f tha t fue l wit hkerosene , wer e measure d b y th e join t RCCC/SA E J126 4 (shor t terra-in-service ) tes t procedure . Thi s tes t wa s carrie d ou t o n th e circula r trac k o f th e Armstron g Rubbe r C o i nPecos , Texas . Th e truck s consume d 1.6 4 M% mor e o f th e kerosen e blend , tha nth e #2 0 fuel . Th e NE T HEA T CQNTEN T (o na per-gallo nbasis ) o f th e kerosen e blend wa s 1.6 8 % lowe r tha nth e #2 D fuel ; whic hconfirm s tha t fue l econom y (MPG ) is , a s predicted , directl y proportiona l t o th e ne t hea t conten t o f th e fuel . Hea t conten t i s inversel y relate d t o th e AP I Gravit y o f th e fuel , i.e . lowe r AP I gravit y fuel s provid e bette r fue l economy . Thi s repor t document s for-the-record , thes e fue l econom y dat a whic hhav e bee n presente d previousl y i npubli c meetings . BACKGROUND Diese l fuel s ar e ofte nblende d wit hkerosen e durin g th e winte r t o lowe r thei r clou d point . Unfortunately , abou t 5 0 vJ S kerosen e i s require d t o lowe r cloud poin t significantly . Th e resultin g AP I gravit y o f thes e blend s i s highe r tha na |2 D diese l fuel . Combustio ntheory

predict s tha t fue l econom y fo r compressio nignitio n engine s shoul d b e directi y proportiona l t o th e ne t hea t o f combustio no f th e fue l o na volumetri c basis . Also , volumetri c hea t conten t i s inversel y

proportiona l t o th e AP I gravit y o f th e fuel . Thu s kerosen e blend s shoul d resul t i na nincreas e i

nfue l consumption , a s wel l a s bein g mor e expensiv e o na per-gallo nbasis . Th e resul t ca nb e a significan t increas e i nfue l cos t t o a trucke r durin g th e winter . Th e objectiv e o f thi s wor k wa s t o confir m tha t fue l econom

y (MPG ) i s proportiona l t o th e ne t hea t conten t o f th e fue l o na per-gallo nbasis .



# 1 1P.2 1

Mr . J . H . Freeman - 2 - Augus t 13 , 198 6

DISCUSSIO

N Th e fue l consumption tests , b y th e join t RCCC/SAE J126 4 (shor t term-in ser v i ce ) procedure , wer e mad e a t th e Armstrong Rubbe r Co . tes t trac k i n Pecos , Texas . . Figur e 1 show s th e genera l configuration o f thi s facility . (Attachmen t 1 i s a cop y o f th e J126 4 procedure. ) Tabl e I present s informatio n o n th e matche d pai r o f truck s used t o evaluat e th e tw o fuels . Bot hdriver s wer e experience d a t making fue l econom y measurements . Th e "portabl e tan k weigh t method " wa s used t o measur e fue l consumption . Th e followin g procedur e wa s used :
1 . A warm-u p ru n o f 4 lap s o f th e 9 mil e (circumference ) circular * tes t trac k wa s mad e o n non-tes t fuel . 2 . A one-lap run.wa s mad e o n th e tes t fue l t o flus hth e truck' s fue l system . 3 . Th e portabl e tank s wer e weighed t o th e neares t 0. 1 lb . 4 . Tw o - 6 la

p run s wer e mad e o n th e tes t fue l wit hinter mediat e weighing o f th e portabl e tanks . 5 . Tes t fuel s wer e the n switche d betwee n th e tw o truck s an d th e procedure , starting wit hste p 2 above , wa s repeated . Th e abov e cycl e wa s wa s repeated twice , resultin g i n a tota l o f 8 la p "legs " fo r eachfuel . Tabl e I I present s th e dat a o n al l legs , nomenclatur e a s presente d i n th e J126 4 tes t metho d translate s a s follows : 6 

### The



### cle 1 1 1 1 2 2 2 2 Tri p 

### 1 1 2 2 1 1 2 2 Le g 1 2 1 2 1 2 1 2 Vehicl e

"A"(B-80 ) #2 0 diese l n n Blen d R #2 D Diese l n n Blen d n Vehicl e

"B"(B-81 ) Blen d n #2 0 Diese l It H Blen d n #2 D Diese l n I I
Tabl e II I present s th e pertinen t dat a b y fuel . Sinc e eachle g represent s 5 4 miles , th e tota l mileag e o n eachfue l i s 43 2 miles . Pound s o f fue l consume d have bee n converte d int o gallon s a t th e ambien t temperatur e show

n fo r tha t leg . Th e differenc e i n consumption betwee n th e tw o fuel s i s 1.3 6 gallons , or 1.64 % o f th e bas e #2 0 fuel .

* Not e tha t th e circula r trac k eliminate s th e effec t o f wind .



# 2 0

_P.2 2

Mr . J . F . Freeman - 3 - Augus t 13 , 198 6

Tabl e I V present s dat a for th e tw o fuels . Th e differenc e i n NE T hea t o f combustion o

n a gallon basi s i s 2,17 7 BTU/Gallon , o r 1.68 % o f th e ne t hea t o f combustion o f th e #2 D diese l fuel . Th e J126 4 procedur e states : "The portabl e tan k weighing method i s considered , based o n tes t experience , t o have a n overal l accuracy o f * • or - 1J5 " Thu s th e fue l consumption result s shoul d b e i n th e rang e 0. 6 t o 2. 6 Jt . Th e repeatabilit y o f th e AST

M D-24 0 tes t i s 5 6 BTU/lb. , o r 39 2 BTU/Gal , base d o n 7 lb/gal . Thu s th e differenc e i n ne t hea t o f combustion between th e tw o fuel s coul d b e fro m abou t 140 0 t o 300 0 BTU/Gal , o r 1. 1 t o 2.3% . CONCLUSIO

N Thes e result s confir m th e predicted relationshi p betwee n ne t hea t o f combustion an

d fue l consumption i n trucks , wel l withi n experimenta l error .


### Smit h
cc : Mr . W . H . Douthi t Dr . B . C . Davi s Mr . G . G . Kroninge r Mr . W . P . Mortime r Mr . J . G . Pierr i CT F



# 2 )

## AUTUMUllV t PttUVU M v j unu u iv e w

## 1 MAI N TRAC K- 9 Ml . 2 ELCAMIN O - 10. 2 Ml . 3 BELGIU M BLOC KCOURSE-IOO O FT . 4 SERPENTIN E COURSE-1. 2 Ml . 5 TRACTO R CtRCLES-30 0 FT . DIA . 6 HEADQUARTER S 8 GRAVE L ROA D - 1. 3 Ml . 9 CRUSHE D ROC K

ROAD - 1. 2 M : 1 0 SKI D PAD-I200FT.L0N G 108FT . 1 1 VILLAG E COURS E 

# a xP.2 4


### Tabl e I Tes t Vehicl e Informatio n

- TRUCK/TRACTO R

Numbe r Mak e Mode l Yea r Tota l Mile s Mile s sinc e rebuil d NUMBE RO F DRIV E AXLE S ENGINES : Mak e Mode l Rate d horsepowe r TRANSMISSIONS : Mak e Mode l Geare d For : a t RP M Gea r DIFFERENTIALS : Mak e Mode l Rati o TIRES : Siz e Col d Pressur e TRAILERS : Mak e Mode l Uni t Numbe r Yea r Typ e Corner s Heigh t Lengt h T i r e siz e Col d Pressur e GROS S VEHICL E WEIGH T Vehicl e 

### "A " B-8 0 Internationa l F-437 0 197 3 694,70 9 185 8 

### 2
Cummin s NTC-35 0 

### 35 0
Fulle r RTO-91 0 8 0 MP H 215 0 1 0 t h
Rockwel 1 SQH D 4.4 4
10 . x2 0 8 5 psi g
Hobb s FB-EP-35 ' T-2 1 197 4 Platfor m Squar e 4'8 " 3 5 ft . 10 . X2 0 8 5 psi g 54,30 0 lb s Ve hi c1 e IIQI T B-8 1 Internationa l F-437 0 197 3 761,60 9 186 0 

### 2
Cummin s NTC-35 0 

### 35 0
Fulle r RTO-91 0 8 0 MP H 215 0 1 0 t h
Rockwel 1 SQH D 4.4 4
10 . x2 0 8 5 psi g
Hobb s FB-EP-35 ' T-2 2 197 4 Platfor m Squar e 4'8 " 3 5 ft . 10 . X2 0 8 5 psi g 54,30 0 lb s



# .2 3P.2 5



### CT L A

COMPARISO

N #2 D DIESE L PUB L TRUC KFUE L TABL E I I 

### Q P TRUCKFUE L ECONOM Y rs - A 50/5 0 KEROSEN E BLEN D LB S VOLUM E GAL S AMB . FUE L FACTOR FUE L TEMP F 11 1 11 1 11 2 11 2 12 1 12 1 12 2 12 2 21 1 21 1 21 2 21 2 22 1 22 1 22 2 22 2 B-8 0

B-8 1 B-8 0 B-8 1 B-8 1 B-8 0 B-8 1 B-8 0 B-8 0 B-8 1 B-8 0 B-8 1 B-8 1 B-8 0 B-8 1 B-8 0 #2 D BLEN D #2 D BLEN D #2 D BLEN D #2 D BLEN D #2 D BLEN D #2 D BLEN D #2 D BLEN D #2 D BLEN D 68. 3 68. 2 68. 9 68. 2 69. 2 69. 9 69. 2 70. 5 74. 3 70. 7 76. 9 73. 2 74. 8 76. 5 75. 8 78. 7 1.016 5 1.016 9 1.018 3 1.018 8 1.021 2 1.021 9 1.021 2 1.021 9 1.021 8 1.022 4 1.021 8 1.022 4 1.020 7 1.021 3 1.018 8 1.019 4 9.7 7

9.9 8 9.8 7 9.9 9 9.9 4 10.2 7 9.9 4 10.3 8 10.6 8 10.4 0 11.0 6 10.7 6 10.7 4 11.2 4 10.8 7 11.2 5 9 5

9 5 9 9 9 9 10 5 10 5 10 5 10 5 10 6 10 8 10 8 10 6 10 4 10 4 10 0 10 0

CTL COOLANT

TEMP P AXLE# 1

TEMP P AXLB# 2

TEMP P WIN

D SPEE D MP H MP H 11 1 11 1 11 2 11 2 12 1 12 1 12 2 12 2 21 1 21 1 21 2 21 2 22 1 22 1 22 2 22 2 18 8

18 2 18 8 18 8 19 5 18 8 19 5 18 8 18 8 20 0 18 8 20 3 20 0 18 5 19 0 18 5 12 5

12 5 13 0 15 0 17 5 15 0 18 0 14 0 14 0 18 0 14 0 18 0 18 0 13 0 17 5 13 0 13 5

12 5 20 0 13 0 15 0 20 5 15 0 21 0 21 0 15 0 24 0 15 0 15 0 20 0 13 5 20 0 5

5 6 6 6 6 5 5 5 5 8 8 1 2 1 2 1 5 1 5 58. 9 58. 9 58. 9 58. 9 57. 9 57. 9 58. 9 58. 9 57. 9 57. 9 60. 0 60. 0 58. 9 58. 9 58. 9 58. 9
CT L I S •CYCLE-TRIP-LEG " LBS/GA L O P #2 D - 7.10 7 LBS/GA L O F BLEN D = 6.95 2 

# 2HH



### CT L

11 1 11 2 12 1 12 2 21 1 21 2 22 1 22 2 LEG S
TRUC K B-8 0 B-8 0 B-8 1 B-8 1 B-8 0 B-8 0 B-8 1 B-8 1 TABL

E III . -OPERATIN

G O N #2 D BAS E FUE L LBS . FUE L 68. 3 68. 9 69. 2 69. 2 74. 3 76. 9 74. 8 75. 8 AMBN' T TEMP F 9 5 9 9 10 5 10 5 10 6 10 6 10 4 10 0 YOLUME FACTOR 1.016 5 1.018 3 1.021 2 1.021 2 1.021 8 1.021 8 1.020 7 1.018 8 GAL S

FUE L ».7 7 9.8 7 9.9 4 9.9 4 10.6 8 11.0 6 10.7 4 10.8 7 —



### SPEE D MP H 58. 9 58. 9 57. 9 58. 9 57. 9 60. 0 58. 9 58. 9 TOTA L 82.8 7 LBS/GA L O F #2 D = 7.10 7 AVERAGE SPEED = 58.7 9 MP H

LEG S OPERATIN

G O N TH E KEROSENE/#2 D BLEN D CT L 11 1 11 2 12 1 12 2 21 1 21 2 22 1 22 2 TRUC K

B-8 1 B-8 1 B-8 0 B-8 0 B-8 1 B-8 1 B-8 0 B-8 0 LBS .

FUE L 68. 2 68. 2 69. 9 70. 5 70. 7 73. 2 76. 5 76. 7 AMBN' T TEMP F 9 5 9 9 10 5 10 5 10 8 106 - 10 4 10 0 VOLUME FACTOR 1.016 9 1.018 8 1.021 9 1.021 9 1.022 4 1.022 4 1.021 3 1.019 4 GAL S

FUE L 9.9 8 9.9 9 10.2 7 10.3 8 10.4 0 10.7 6 11.2 4 11.2 5 SPEE D MP H 58. 9 58. 9 57. 9 58. 9 57. 9 60. 0 58. 9 58. 9 TOTA L 84.2 3 CT L I S "CYCLE-TRIP-LEG " LBS/GA L O F BLEN

D = 8.95 2 AVERAGE SPEE D = 58.7- 9 MP H



# 25 -P.2 7



### Tabl e I V Propertie s o f th e Tes t Fuel s

Propert y AP I Gravit y Pounds/Ga1 1 o

n Distillation , ° F

IB P

. 5 % IO X 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 95 % E P Rec' y Res . Cetan e Numbe r Cetan e Index Clou d Point , ° F Pour Point , ° F Sulfur , wt % AST M Tes t Metho d

D-8 6

D-61 3 D-976-8 0 D-250 0 D-9 7 D-262 2 Hea t o f Combustion D-24 0

GROSS : BTU/L b BTU/Gal . NET : BTU/Lb . BTU/Gal . #2 D Diese l Fue l 34. 3 7.10 7
35 2 40 5 42 4 44 8 46 6 48 4 50 0 51 7 53 8 56 3 59 6 62 2 65 0 98 % 1 % 45 . 44. 6 •1 2

- 5 0.1 3

19,42 3 137,73 4 18,28 5 129,66 6 50/5 0

Kerosen e Blen d 38. 0 6.95 2
35 3 38 7 39 9 41 7 43 2 44 6 46 1 47 7 49 7 52 3 56 3 60 0 63 0 98 % 1 % 45 . 45. 0

• 6 -1 5 0.0 9

19,56 1 135,64 9 18,38 4 127,48 9



## 2Lp

## ATTACHMEN T 1 JOIN T RCCC/SA E FU R CONSUMPTIO N TES T PROCEDURE (SHORT TERM-IN-SKVIC E VEHICLE ) 36.0 5


### TYP E 1—SA E J126 4 SA E Recommende d Practice Repo n o f Trad i ta d B w Conmim c ippmc d Apri l 1979 . / . Seep* —This recommended practice provides minimum requirement s fo r testin g componen u o rsystems o f th e typ e which can b e switche d fro m on e truc k to anothe rwith relativ e ease : i.e. , aerodynami c devices , clutc h fans , radia l tires , an d th e like . Th e tes tutilize s in-service flee tvehicles , operate d overrepresentative routes . Th e relative fue l effectivenes s o f

th e componento r syste m unde rtetti s determine d a s a percentage improvemen tfactor. Thi s factori s calculate d usin g th e relative fue l usage o f like vehicle s operatin g wit h an d withou tth e specific componentorsyste m unde revaluation . Accurac y capabilit y employin g thi s tes ttechniqu e i s eithe r:il % o r£2% , dependin g upo n th e metho d o f

fue l measurement. (Se e paragraph 6.4. ) 2. IdMntifieatiom —Sufficientinfonnatio n i s t o b e recorded t o identif y th e vehicle s unde rtestan d th e route ove rwhich th e tes ti s conducted . Minimu m infonnatio n required i s shown in Tes tDa u For m • = 1 . 3. Dtfimtiaiu 3. 1 Tes tCycle—Tb e tes tcycl e i s comprised o f tw o complete round tes t trip s with tw o trucks , wherei n th e devic e o rcomponentorsystems unde r evaluatio n hav e bee n switche d fro m on e truc

k t o th e othe rbetwee n th e first and secon d round tes ttrip . 3 2 Tes tTri p A tes ttri p i s on e half o f a complete tes tcycl e wherei n th e device o rcomponentunde revaluatio n i s operatin g on on e of

th e tw o trucks . A testtri p alway s start

s an d stop s a

tth e sam e exactlocation . Thi s ma y b e accomplishe d b y usin g eithe ra close d loo p o f highway s o rsingl e highway wit h on e tettle g o f

th e te n tri p out , a tum-aroun d poin tan d on e tes tle g o f th e tes t trip in . 3. 3 Tes tLe g A tes tle g i s on e half o f a tes ttri p durin g a singl e highway testcycle . 3. 4 Vehicle s A an d B—Th e tw o vehicle s bein g used fortes tpurposes ar e randoml y identifie d as Vehicl e A an d Vehicl e B . Thi s identificatio n applie s t o the truck , i u equipment , an d driveras wel l a s th e trailer, i n th e cas e o f tractor/traile rcombinations . 4. Rmxmw*mitd

Fit* Tttt AsftmUiw i 4. 1 Tet tRout e Selection— A tes trout

e o f no tles s tha n a n aggregat e o f S O mile s (8 0 km ) foreac h te n le g i s selecte d forconductin g th e test . Th e tes t route selecte d mus tno texcee d th e capacity o f th e portabl e fuel tank

s (i f used ) and shoul d allo w hig h probabilit y o f a n uninterrupte d tes tcycle . Bot h vehi cles selecte d shoul d b e abl e t o maintai n a spee d reasonably dot e t o th e potte d o rlegal maximum speed ; however , th e spee d selecte d shoul d b e representative o f aveng e fleetoperations a s determine d b y fleetconductin g th e test . 4 2 Vehicl e Tes tSpeeds—Th e tes tspeed s selecte d shoul d b e wel l withi n th e capability o f

bot h vehide s t o b e tested . Th e maximum tes tspee d i s determine d b y th e ability o f th e vehide s t o maintai n spacin g i n all circum stances t o b e encountered . Eac h vehid e shoul d be'operate d i n th e presdecte d engin e rp m operatin g range . 4 J "Vehicl e Spedf

i an d Maintenance—Tw o vehicle s ar e selected . Thes e vehicle s are t o b e o f th e sam e spedficatio n an d i n simila rmechanical conditio n a s determine d b y th e fleetconductin g th e test . Ente rdat a o n Tes t Data For m # 1 (Vehicl e Identification) . 4. 4 Vehicl e Load s -Loa d weight s fortb e perio d o f th e tes tshoul d b e selecte d whic h resulti n gros s vehicl e weigh twithi n 5 % o f eac h other . Ente r da u o n Tes tDa u For

m 91 . 4 J Te n f>

rl1 |-.|.-a». M rnm-pn-n.-n

rg rsystem t o b e teste d i s incorporate d int o Vehicl e A. 4. 6 Fa d Measurin g Devic e Requireme m 4.6. 1 If th e portabl e tank weigh tmetho d i s used , th e scal e mus tb e cali brate d i n maximum increments o f % l b (0. 1 kg) . (Us e Fu d Economy Tes t Da u For m 4* 2 for recordin g data. ) 4.6 2 I f vdiicle s are fitte d with on-board flowmeters, thos e meter s mus tb e calibrated t o a n accurac

y o f :£% % ata flow rate o f

1 0 U . S . gal/ h (37.8 5 L/h) . (Us e Fu d Economy Tes tDa u For m * 2 forrecording data. ) 4. 7 Drive rSelection—Averag e drive n as determine d b y th e fleet's drive r records, are selecte d an d assigne d t o thei rrepresentative vehides . The y d o no t alternat e betwee n vehide s durin g th e tes tcyde . 4< 8 Vehicl e Designation—Vehid e and drivercombination s ar e desig nated ; Vehide s A an d fl. 5. Riemmmmdtd

FUtt Tut Proetdun— This techniqu e involve s th e foUowin g steps : 5. 1 Vehide s A an d B follow th e sam e star tan d warm-up procedures . Star tan d warm-up procedures t o b e representative o f fleetoperatio n o rno t les s than 4 5 mi n o f

operatio n unde rcondition s similart o th e conditio n use d i n



# an 5 2 Bot

h Vehide s A and B ar e moved t o th e sam e locatio n durin ; fading . Bot

h vehide s ar

e filled fro

m th e same fu d dispense ra tth e sain t fuelin g point . Tanks ar

e toppe d of

f visually , and weighed , wdgh t(mass ) t o b recorded , i f

weighin g metho d i s used . (Ente rda u o n Tes tDat a For m —2 . 5~ 3 Record weather , road , traffi c conditions , win d veiodty , an d win < directio n befor

e each testle g o f

a testtrip . (Ente rda u o n Tes tDat ; For m »2. ) 5.3. 1 Win d velocit

y ma y b e checked with a

n inexpensiv e martnt-stpi hand-hd d win d indicator . Win d directio n ma y b e judge d a

tsu n an d finisi points by referrin

g to the approximat

e directio n in relatio n t o th e bas i directio n o f

th e highway , Le. , 0 de g headwind , 4 5 de g quartering headwinc 9 0 de g sidewind . 4 5 de g (o r13 5 deg ) quartering tail wind , etc . orchec k wit local weathe rbureau . 5. 4 Vehide s A an d B move t o marke d tunin g poin

tan d par

k wit engine s stopped . Fu d measuring equipment(i f on-board fu d meter

s ar e use e an d odometers ar

e rea d an d recorded . (Ente rda u o n Tes tDa u For m = 2 S- 5 Vehide s A an d B tu n engine s simultaneously as tim e i s record© (Ente rda u o n Tes tDa u For m =2. ) Vehide s move outsimultaneously on t l tes tle g from th e startin g pointwit h Vehid e A i n th e lead . Vehid e A accd e ate s t o th e selecte d to p testspee d whil e Vehicl e B accderate s a * a slowerr

a i n ordert o obtai n a vehid e separation o f approximately 200-25 0 y d (1 8 23 0 m) . U A ttpredetermine d pointo n th e tes tleg , suitabl y marked , w one-halfwa y o f

th e tota l disunc e o f

th e outboun d tes tleg , Vehid e A redu c i u spee d b y 5 mp h ( 8 km/h ) durin g th e passing maneuve ran d allow s Vehi < B t o pas s an d tak

e th e lead . Vehicl e J

9 ma y accderate 5 mp h ( 8 km/h ) dur i th e passing maneuverbutthe n mus tdecelerat e t o th e preselecte d maxira u tes tspeed . Vehid e A accderate s t o maintai n th e 200-25 0 y d (180-230 1 behin d Vehid e B. 5. 7 A tth e en d o f

thi s tes tleg , Vehide s A and B ar e stoppe d a

t predetermine d tur

n around point . Immediatel y afte rfull sto p a ten d o f t < th e engine s are idle d for1 mi n an d simultaneously shu tdown . Tim e o f s h down i s recorded . Fu d measurin g equipment , i f on-boar d fu d meter

s ; used , an d odometers ar

e read an d recorded . (Ente rda u a n Te n Da u Fo : s s 2) . Tank s o f

Vehide s A an d B ar

e weighed , refilled , and weighe d ag a weight s t o b e recorded , i f weighin g metho d i s used . (Ente rda u o n Tes tD For m s*2. ) Record weather , road , traffi c conditions , win d vdodty , an d w i direction . (Ente rda u o n Tes tDa u For m *1 ) If

a dose d loo p o f

highw a sdecte d a s th e testroute , a halfwa y pointi s t o b e selecte d fo rus e a s turnaround measurementpoint . 5. 8 Vehide s A an d B mak e th e turnaround and sto p atpredetermii su n poin tforinboun d tes tleg . I f condition s require , al l readings shoul d taken agai n an d recorded . Engine s are t o b e starte d an d stoppe d simul u ousl y whe n makin g th e turnaround . iS Tim e i s recorded as th e tw o vehide s su n th e inboun d tes tle g v Vehid e fl i n th e lead . (Ente rda u o n Te n Da u For m — Z ) 5.1 0 A tth e midpoin to n th e inboun d tes tleg . Vehicl e A overt . Vehid e £ i n tb e sam e manne ras befor e (paragrap h 5.6) . Th e tw o te n vehi procee d i n th b ordert o th e predetermine d finish poin twhic h b opposite inboun d te n le g tunin g point . Immediatd y afte rfull no p a ten d o f te n tb e engine s are idle d fa

r1 mi n an d simultaneousl y shu tdown . Tim e o f shu tdow n b recorded . Fu d meter s and odometers are rea d an d reco r (Ente rda u a n Te n Da u For m —2. ) Tanks o f

Vehide s A an d fl ar

e wdg . refilled , an d weighe d again . 5.1 1 A vali d te n cyd e i s comprised o f tw o complet e round te n trips , modificatio n o requipmen tbein g teste d mus tb e switche d fro m on e tru

e th e othe rbetwee n th e tw o round te n trips . Repea tparagraphs through 5.10 . 5.1 2 Drive n o f

Vehide s A an d fl t o b e interviewed . (Se e pangrap l an d Te n Da u For

m * 1.) ' & CateuUttion Punjabi!* (Stt Calculation Ptvcmlmtt

Form s?3 ) ' 6. 1 Ad d fu d use d b y Vehid e A and Vehid e fl forte n trip s whe n i vehide s wer e operatin g with th e componento rsystem unde rten . 6 2 Ad d fu d use d b y Vehid e A and Vehid e fl forth e te n nip s i thes e wer e operatin g withou tth e componento rsystem unde rtest . •&J3 Compare paragraphs 6. 1 and 6.2 . If paragraph 6. 1 i s les s tha n | graph 6 2 th e componen to rsystem bein g teste d improves fu d eco n 'Edmoa d Srirnttft c Co , Barrington

, NJ , o rDwyc rInstrument

, Inc , Michiga

n IN , o requivalen

t36.0 6 P.2 9

(Remember , 1-2% differences i n fu d economy coul d b e cause d b y inheren t inaccuracie s i n th e te n an d measurementprocedures. ) 6.4- Piupcrly conducte d tes u using , oo-boar d fu d mete a ar e considered , baaed o n te n experience ; t o hav e a n overal l accurac y o f £2% . Th e portabl e tank weighin g metho d i s considered , base d o n te n experienc e t o hav e a n overall accurac

y o f £1% . Example ; Urin y th e portabl e tan k weighin g method , computatio n showin g a 5% fu d saving s indicate s thatth e componen t o rsyne m teste d has save d (4-6%) . A simila rresul twit h th e fu d flow mete r woul d indicate a savings of (3-7%) . 7. Cautismary Notm 7. 1 Al l auxiliar

y fu d tank

s use d i n th e te n shoul d b e weighe d o n th e mm . scale ; Th e outsid e o f th e fu d unk s shoul d b e wipe d dea n of fu d an d di n each tim e they ar e weighed . Th e weigh tdifference i s convene d into gallon s a tth e en d o f

th e tes tcycle . The-us e o f quic k disconnecthos e couplin g i s recommended wit

h auxiliar y fu d tanlo . 7 2 Itshoul d b e remembered du twhe n detenninin g percentag e im provementfacto n o f

componen u o rsystem s unde rtes tb y comparin g rdativ e fu d usage , ch

e effec to f th e combine d rolling friction , aerodynami c drag , and othe rparasiti c losses ar e shown . Therefore , rdativd y small win d change s ca n resulti n larg e variations i n th e fu d consume d b y a vehide ; 7 2 Al l te n condition s (win d vdodty , win d direction , traffic, roa d condi tions , driven , vehides , routes , wdghts , speeds , etc. ) woul d hav e t o b e identica l t o achiev e identical resul u fro m on e te n t o che other . I n practice , exac t reproduction o f

condition s i s virtuall y impossibl e t o achieve . Thi s tet tmethod , therefore , i s generally no trecommende d for makin g exac tevaluation s betwee n device s o rcomponen u withi n a give n class . Multipl e tes u are recommended fo rrefining dat a o n a singl e componen to rsyste m operatin g unde rvariabl e conditions . Typica

l multipl e tes u o n a devic e o rcomponen tcoul d indud e among others : 7.3. 1 Two o rmore

- tes u foraveragin g purposes . 7.3. 2 Tw o o rmore ten s ran a tdiffering speeds . 7.3. 3 Tw o o rmor

e tes u run with differing win d conditions . 7.3. 4 Two o rmor

e tes u with differing temperature conditions . 7. 4 Thi s te n procedure i s generall y no tsuitabl e fortestin g equipmen t which requires substantial tim e forswitchin g suc h at : engines , transmissions , ca g axles , rea

raxles , an d th e like . Th e Typ e d In-Servic e Te n Procedure i s recommended fo

rth e evaluatio n o f

thes e vehicl e components . 7 J I ti s strongly recommende d tha tth e tw o driver s o f Vehide s A an d B bot h b e required t o driv e ove rth e tes troute twic e before a tes tcyde ; practic in g th e passing maneuvers , spadn g requirements , starting , stopping , etc. , wil l lea d t o greateraccurac

y an d reliability i n tes tresults. 7. 6 T o minimiz e te n variability , i ti s recommende d thatth e tw o vehicle s unde rtes tb e i n similarmechanical conditio n aii d b e representative of th e Hee tconductin g th e tes tand hav e (excep ti n ch e cas e where chis i s ch

e ite m bein g evaluated) : 7.6. 1 Th e sam e tire type , size , an d pressures . 7.6. 2 Th e same grade typ e and quantity of engin e oi L 7.6. 3 Th e same grade typ e an d quantity of transmission oi

L 7.6. 4 Th e sam e grade typ e and quantity o f differentia

l oi L 7.6- 5 Th e sam e grade and typ e o f whe d hub oi l o rgreas e (tractors) . 7.6. 6 Eac h vehicl e an d trailershoul d b e lubricate d c o fleet requirements. 7.6. 7 Priort o th e ce n each engin e governo rse tprecisely equal an d at scandar d fo rche fleetconductin g th e test . 7.6. 8 Coolan ttemperature equal i n both vehide s which hav e ch e .same temperature control devic e an d functionin g a * intended . I

tma y b e desirabl e to avoi d automati c fa

n operatio n o rrecord total minute s of fa n operatio n o n eac h vehid e fo

rcomparativ e purposes . 7.6. 9 Ne w ai rdeane relements and ne w fu d filters n

f th e sam e mak

e and type . Installatio n of

ne w ai rcleane rca n b e waive d if bot h vehides ' restriction does notdiffe

rb y mor e than 5 i n H. O o r(12 7 mm ) an d doe s notexcee d 1 5 i n H. O (38 1 mmi . 7.6.1 0 Tes tvehide s sdecte d shoul d hav e bee n drive n a tlea n 200 0 mile s an d where possibl e hav e equal mileag e £10% . 7.6.1 1 Vehid e reasonably clea n an d fre e fro m shee tmetal dents , tears , o r missing bod

y parts . Fiberglas s hoods shoul d b e intact . 7.6.1 2 Equa

l fifth whe d settin g and tractor-to-crailergap and/o raxl e loading . 7.6.1 3 Cab sid e windo w openin g sam e i n each vehide , ope n o rdosed , fo r entire test . 7.6.1 4 Electrica

l loa d o n each vehid e equal as possible . Airconditionin g otr. lights on . etc . 7.6.1 5 Traiie n ar

e th e sam e mak

e an d mod d fre

e o f damages t o exterio r surfaces . 7.6.1 6 Track/tracto rwhe d alignmen tchecke d an d Traile raxl e alignmentchecked and proper. Th e sam e grad e an d cype of whe d hub oi l o r greas e (traiien) . 7.6.1 7 Axl e wdgh u o f

on e vehid e mustb e reasonably dos e t o each .~~,A,n* -ui e o n th e othe rvdiid e 7.6.1 8 Tota l vdiid e wdgh tdifference mus tno tb e greate rtha n 5%. 7. 7 A ten d o f

eac h te n trip , bot h vehicle s munbechedte d for noe-devi c (te n componen u o rsystem ) relate d functional change* . Typica l check * woul include : 7.7. 1 Oi l pressure. 7.7. 2 Coolan ttemperatures . 7.7. 3 Exhaustga ttemperature . 7.7. 4 Engin e ai rfilter restriction. 7.7. 3 Voltmete ro rvoltag e ammeter . 7.7. 6 Tir e pressures . 7.7. 7 Brak

e dragging :

. 7.7. 8 Exhaus tsmoke ; 7.7. 9 Observe d abilit

y c o maintai n sdecte d tes tspeed . Driver s o f Vehide s A an d B shoul d b e interviewe d t o ascertai n an y diff i ence s i n th e apparenthandling , power, o rbrakin g characteristic ! o f th f respective vehide s whe n operatin g i n th e standard mod e (Lt , withou tt componen to rsystem unde rten ) o ri n th e te n mod e (Le. , wit h th e compon e o rsystem unde rtest) . I

f change s occu rdurin g any tes tleg , th e tes tda u sho u b e discarde d and th e te n rerun afte rcorrectio n o f th e problem . 7. 8 I n ordert o obtai n resulu whic h ma y b e considere d representative actua l fleetconditions , i ti s importantt o reproduce typical flee tconditi c durin g th e test . Thi s applie s to : loa d wdghu , routes, grades , vehid e spe c weather , win d conditions , driven , etc . Example ; Ifa fleetgenerally operates a par to f th e countr

y an d ove rroutes wher e cros s wind s exit tduring substantial pa n o f

th e time ; che tes tshoul d b e conducte d i n che presence simila rcross winds , i n orde rt o obtai n representativ e results. 73 Th e accurac

y o f odomete n an d speedomete n o f Vehide s A an

d shoul d b e determine d durin g di e tria l te n run ove rth e tes troute sdecte d a compensation s mad e fo

rerrordurin g actual te n cyde . I f odomete rread i (tota l miles ) (km ) o n Vehicl e A an d fl differ, i ti s recommended tha t distanc e readin g b e averaged an d thi s valu e b e use d fo rcalculatio n purp o A chas e ca rwit h know

n speedomete ran d odomete raccuracy may b e used chis purpose . Ride n shoul d b e i n eac h truck/trade rforrecording purpo 7.1 0 I f deviation s d o occu riro n ti w prcxtcctc a te n rout e o n ttwfin t trip , th e secon d ce n trip shoul d indud e th e exac tsam e deviation . If deviatio n occu n initiaU

y o n th e secon d te n trip , the n a thir d te n tri p mus t ru n havin g th e sam e te n deviatio n s o tha ta consecutiv e pai rof identical trip s ar e availabl e fo

rcomparison .

TYP E I TES T DATA FORM * l (VEHICL E IDENTIFICATIO !

TRUC KAND/O RTRACTO R Fleet Uni tNumbe r Mak e Mod d Yea r Numbe ro f

Axles Numbe ro

f Driv e Axles Engine Mak

e Governed RPM @ N o Load PowerRate d Transmission Mak

e Transmission Mod d Geare d fo n Dace . VEHICL E A Tes tNumbe r

VEHICL E i

.hp(kw ) hp (

at- . in . 

# 2 ? Differentia

l Mak e Differentia

l Rati o . mp h (kw )

. rp m at . , Geari n . , mp l

. rp m .Ge ai a o 36. C / /

• P « (kPa ) . 1 * (kPa ) Tir e Siae/Typ e Tir e Pressur e (Cold ) . — Fud efficien

tdevices , components o rtyttem tthatar e incorporated into tes t vdiid e specifications as fleetstandard s ar e line d bdow :

2 . —'• 3 ; ——• 4 . __ _— 5 — 6 . : i Detailed descriptio n o f

componen to rsystem modificatio n ban g tested :

Tes tRoute : TYP E 1—FUEL ECONOM Y TES T DATA FORM s? 2 (Thi s for m i s t o b e used twic e fo reach vehicle. ) Typ e 1 Ten-Portabl e Fue l Tank-Weighin g Metho d FleetTracto r•= : Drive rObserver_ _ Tes t= : . Dat e .Traile r—: Componento rSyste

m Modificatio n Unde rTest :

__ _Tes tSpeed: . Route . Devic e was i

n Operatio n __ _(Check One ) Fu d Weight4 Odomete r Leg l Sta n Devic e notin Operatio n _ _ Tim e
Finis h
_ _ Fue l Ute d . Leg 2 Sta n __ _ (Miles ) k m . Tim e . His . min .
(Miles ) km . Time . Hn. .

Tun e

_•* • * = (gallons ) the n i

_ _(gallons ) (liters ) used = _ _ Finis h
___ _ Fu d Use d
_ Total Fu d Use d (Miles ) k m •Tota l Fu d Use d (Pounds ) (kg) . Tota l (Miles ) (km ) Ru n •+ • (Miles ) (km ) Run . Weathe rTemperatur e Su n ____ _, Finis h —_

_____ _____ _ •If fud mete ri tused : Recor

d mete rreadings i n th u column . Se e footnot e a o n Fo ; 'Actum ! Specifi

c Gravit y o f fud ca n b e used . HOURS = Humidity miles/gall e

km/ L

—(miles/hour ) (kr

Wind

TYP E 1 TES T DAT A FORM « 1 (VEHICL E IDEiNTinCATION ) TRAILER/BOD Y Flee t Date . Tes tNumber . Fleet TYP E l-(CALCULATIO N PROCEDURE ) FOR M * 3

_____ _Dat e - —- Tes tNumbe r„ .VEHICL E A Uni tNumbe r_______ _ Mak e Mod d Yea r Typ e — Typ e of Sid e ___________ ________ _ Typ e o f Come r______ _____ _ Heigh t• i Lengt h
_____ _______ _ Tir e Size/Typ e - - Numbe ro

f Axle s o n Trailers ) • • G.V.W . Fift h Whe d Settin g DRIVERS ) INTERVIE W Handling , power , braking characteristics o f vehide s during tes t(Se e 7.7 ) Vehid e A ; VEHICL E fl Componen to rSystem Modificatio n Te n .

Vdiid e B . Tes tSpeed - Tes tRoute . FUE L US E TABL E Gallon s (Liten ) Use d with Modificatio n Gallons (Liten )

withou tMot!:E : Vehid e A
Vehid e fl * •Tota l Gallon s (Liten ) Use d Gallon s (Liten ) Save d Pe i cen tImprovementFacto r= ___________ _ Ga L (Liten ) Use d wit h Componen torSystem Modifie d X 10 0 = _ Av g Spee d wit h Modificatio n Av g Spee d Withou tModifica A fl A B "Tota l Mile s (km ) perRu n Mp h (km/h ) wit h Modificatio n . Mp g (km/L ) Saving s _____ _ Withou tModificatio n . Percen tSaving s •If mete ri tun d record gallon

s (liters ) base d o n mete rreadings . I f fu d v metho d u uaed , oonvo- tto gallon s (liten ) b y dividin g 7 2 (0J36 ) im

o weigh to f f (Diad) . Coovo tt

o gallon s (liten ) b y dividin g 6. 1 (0.73) int

o weigh to f f i (Gasoline) . 

# •ft »(So e 7.10 )

### EFFECTS'O F CHANGES I N DIESE L FUE L COMPOSITIO N
U ) ON EMISSION S FRO M HEAV Y DUT Y DIESE L ENGINE S



## 317MH- 1



# r Ic o

## C o CONSIDERATIO N T O REDUC E EMISSIO

N THROUG H DIESE L FUEL PROPERTYCHANGE S

• REDUC E SULFU RCONTEN T FRO M 

## 0.26 X T O 

## 0.05X .

• REDUC E AROMATI C CONTEN T FRO M 

## 28.7 X T O 

## 17X .

317MH- 2

## IMPAC T O F SULFU RCONTEN T REDUCTION

O O

317MH- 3

## SO XEMISSIO

N REDUCTIO

N FRO M REDUCE D DIESE L FUE L SULFU RCONTEN T

DIESE L FUE L SULFU RCONTENT . XWT . • SO XEMISSIONS , MILLIO N TONS/YR .

- DIESE L FUEL.SOURC E

- AL L SOURCE S NATIONWID E
• NATIONWID E EMISSIO N REDUCTIO N 

## 0.2 6

0.3 7 22. 8 Q_Q

_ 0.0 7 22. 5 1.3 X

3178H- M 

# J

## ENGIN E CONVERSIO

N O F S T O SO

q VERSU S MODEL YEA

R

VEHICL E CUMMIN S



## NTC 29 0 CUMMIN S



## NTCC-35 0 CATERPILLA R



## 3M0 6 B

$ 

### MODE L YEA R

REPRESENTATIO N

LAT E 

## 1970' s EARL Y1980' S LAT E 

## 1980' s 1990' s EST .

XCONVERSIO N IDV E 

## Hi6 H POWE R 

## 2.3X

3.IX 2. 0 l.O X 1.8 X 0.7 5

1. 5

3178H- 5

# K SULFAT E CONTRIBUTIO N T O HEAVY-DUT YENGIN E TAILPIP E PARTICULAT E EMISSIONS

FUE L SULFUR . X WT . • SULFU RCONVERSION , X
• S0 4 

### I N

TAILPIP E EMISSIONS , G/BHP-HR .

- (CONTRIBUTIO N

T O PARTICULAT E WEIGHT )
• CONTRIBUTIO N

T O 199 1 PARTICULAT E STANDAR D O F 0.25G/BHP-HR . 16 X 3

X 

## 0.2 6 1.5 X O.O M r 

## 0.0 5

1.5 X 0.00 8



# 3178H- 6

# fc 5 0



## 4 5 - 40 - 

## £ 

## 3 5 o C O Q . 

## O o 

## E C/ > 

## 3 0 - 2 5 - 2 0 - 1 5 

# SULFU R CONTEN T EFFEC T O N SMOK E EMISSION S

A "C " SMOK

E

O "A " SMOK

E 0. 2 0. 3 0. 4 0. 5 0. 7 0. 6 

## Sulfu r Content , W

t % —T " 0. 8 

## 0. 9

# DIESE L FUE L SULFU RREDUCTIO

N IMPACT O N EMISSIONS



# S 3 • MINIMA L 

# (1.3X ) REDUCTIO N I N OVERAL L NATIONWID E 

# SO

X EMISSIONS .

• REDUC E ENGIN E TAILPIP E EMISSION S ABOU T 0.03G/BHP-HR ,

• N o IMPAC T O N

SMOK E OPACITY ,



# 3178H- 7

. Ic o J o

## IMPAC T O F AROMATI C CONTEN T REDUCTIO N 

# 0^ O O

3178H- 8

# - 9 O J

0.7 -
0.6 - X Q . X C Q

•#_ • 

# S OA H
0.3 -
0. 2 

# AROMATI C CONTEN T EFFEC T

O N PARTICULATE S TES T Steady-State ' Transient / \



## 1 5 / / 

## s WEIGHTED

AVERAGE



# 2 0 2 5 3 0 ___ _



# 3 5 4 0 4 5 5 0

# EFFECT O F REDUCIN GAROMATI C CONTEN

T O N PARTICULAT E EMISSIONS

O AROMATI C CONTENT , XVOL . • PARTICULAT E EMISSIONS . 6/BHP-HR .

- STEAD YSTAT E

- TRANSIEN T

- WEIGHTE D ESTIMATE *
• DECREAS E I N

PARTICULAT E EMISSIONS .

- G/BHP-HR .



# - X 

# __ Z

__ 1 1_1_ Q 0.3 3 0.M7 0.3 8 0.3 2

0.3 8 0.3 M 0.0 M 

## 1 0 0.3 1

0.3 3 0.3 2 0.0 2 

## 1 6

•(2/ 3 STEADY-STATE , 1/ 3 TRANSIENT. )



# 3178H- 9

V lata "

# PARTICULAT E EMISSION

S

FUE L AROMATI C CONTENT . XVOL . 28. 7 20. 3
• NATIONWID E PARTICULAT E EMISSIONS . MILLIO N TONS/YEA R



# - STATIONAR YSOURC E 

# 10.46 0

- MOBIL E SOURCE S 1.30 0



# - TOTA L 

# 11.76 0
• ESTIMATE D REDUCTIO N I N NATIONWID E PARTICULAT E EMISSION S 0.8 X _____

_


# 10,46 0 10.46 0 1.202 * 1.144 * 11.662 * 11.604 *

1.3 X

•ESTIMATE D REDUCTION S BASE D O N AROMATIC S EFFECT .



# 3178H-1 0

S 3

# DIESE L FUE L AROMATI C CONTEN

T REDUCTIO

N IMPAC T O N PARTICULAT

E EMISSION

S

t REDUC E ENGIN E TAILPIP E EMISSION S ABOU T 0.0 4 T O 0.06G/BHP-HR ,

• MINIMA L IMPAC T FRO M EXISTIN GENGINE S O N OVERAL L NATIONWID E
^

_ PARTICULAT E EMISSION .



# • LARGE RIMPAC T FRO M NE W 

# (1991+ ) ENGINE S B YREDUCIN GPARTICULAT E EMISSIO N

STANDAR D FRO M

0.6 0 T O 0.256/BHP-HR . RE6ARDLES S O F FUE L COMPOSITIO N

CHANGES .



# 3178H-1 1

# ADDITIONA L CONSIDERATION

S

• ENGIN E OVERFUELIN GDU E T O FUE L DENSIT YMA YACCOUN T FO R CHANGE S I N

PARTICULAT E EMISSIO N THA T APPEARE D T O CORRELAT E WIT H AROMATI C CONTENT .
ta • FUTUR E TECHNOLOGICA L CHANGE S I N ENGIN E DESIG N

WIL L LESSE N ENGIN E SENSITIVIT YT O CHANGE S IN FUE L COMPOSITION .



# _178H-1 2

## 4 ^

- C u. o



## 0.7 -
X 0.6 - Q . X C D 

# S rf 0. 5 -ulal 

### o 

# £ P-4 - 

# £ 

# 1 0.3 -

U.a & " 

## 0. 1 1 

# FUE L DENSITY EFFECT O N PARTICULATE S TES T o Steady-Stat e Q Q Transien t y / / 

### WEIGHTE D

_S Q AVERAG E 

# / u

^^^~ S ^m.**' 0 ** 0 * 0 *'^ 

# S ^^^~^ c

P
_ - - o orT ———s r 0 

# o ° i
*

,

-



## 31 0.8 2 0.8 3 0.8 4 0.8 5 0.8 6 0.87 0.8 8

# MINIMIZ E FUE L PROPERT YEFFECT S FUTUR E ENGIN E TECHNOLOGICA

L DEVELOPMENT S

• ELECTRONI C CONTRO L O F FUE L INJECTIO N TIMIN GAN D DELIVER YT O IMPROV E COMBUSTION . '

• 

### t IMPROVE D EFFICIENC YTHROUG H US E O F CERAMICS .

^ • ADVANCE D HI6H-PRESSUR E FUE L INJECTOR S T O IMPROV E FUEL-AI RMIXING .



# 3178H-1 2

# SUMMAR Y

• REDUCTION S I N

FUE L SULFU RCONTEN T (0.2 6 WT . XT O 0.0 5 WT . X ) AN D AROMATI C CONTEN T (28. 7 VOL . XT O 20. 3 VOL . XT O 17. 0 VOL . X)WIL L HAVE MINIMA L IMPAC T O N REDUCIN 6 NATIONWID E
-4 

## EMISSION S O

F SULFUROXID E AN

D PARTICULATES .
**£ : • REDUCTIO N I N SULFU RAN D AROMATIC S WIL L REDUC E TAILPIP E PARTICULAT E EMISSION S 5-15 1 DEPENDIN GON ENGIN E AGE .

• FUTUR E ENGIN E TECHNOLOGICA L DEVELOPMENT S WIL L LESSE N ENGIN E SENSITIVIT YT O CHAN6E S I N FUE L COMPOSITION .



# 3178H-1 4

# 0509-VG-B

K

CR C DIESE L EMISSION S STUDIE S

FUE L AND HARDWAR E EFFECT S ON EXHAUS T PARTICULATE S
-4 -
CONTRACTOR : SOUTHWES T RESEARC H INSTITUT E

0 0

# 0509-VG-E

K

OBJECTIVE S DETERMIN E TH E EFFEC T O F FUE L PROPERTIE S AN D VEHICL E AND ENGIN E TYPE S ON DIESE L EXHAUS T PARTICULAT E EMISSION S CAP E 32-8 0 : LIGH T DUT YVEHICLE S
« o VE- 1 : HEAV YDUT YENGINE S

## 0509-VG-B K

CAP E 32-8 0 EXPERIMENTAL TES T VEHICLE S - 198 2 MODE L YEA R


# i INERTIA , WT . L B LOA D a 50 MPH , HP NUMBERO F CYLINDER S POWER , H P PRECHAMBERVOL. , CM 3 

# MAI N CHAMBE RVOL. , CM 3 

# M

B W D 350 0 12. 6 1 4 6 7 a 400 0 10. 6 28. 5 OLD S 5. 7

425 0 11. 3 V 8 10 5 a 320 0 14. 9 18. 0 PEUGEO T 505 D

350 0 11. 8 1 4 7 3 a 425 0 12. 7 20. 4 Y

W RABBI T 237 5 7. 5 1 4 5 2 a 480 0 9. 4 8. 6

bi

## 0509-VG-B K CAP E 32-8 0 EXPERIMENTAL TES T FUEL S

2 0 AROMATICS , % - J 5 0 45 0

T 

## 10% , ? F



## 35 0

T 

## 90% , ° F



## J54 0

### 0509-VG-B K NORMALIZE D PARTICULAT E
MERCEDE S FT P 

## 64 0 /^\ /T7N45

0 PEUGEO TR P

„ 

### AROMATICS , X

OLDSMOBIL E FT P



## (i!oo) ^ 

# 1

~ _ ) 

# " 2 0.38 1 G/M I


### 0.81 ] 

# VOLKSWAGE N FT P

# 0509-VG-E

K

CAP E 32-8 0 RESULT S AROMATIC S REDUCTION

LOWER S PARTICULATE S RELATIVEL YLITTL E

• AROMATIC S REDUCTIO

N FROM 32 2 VOLUME T O 22 % VOLUME WIT H CONSTAN T VOLATILIT Y



# ° \ VEHICL E MERCEDE S BEN Z OLDSMOBIL E PEUGEO T VOLKSWAGEN AVERAG E CHANGE . 2 -1 1

- 7 -1 2 -1 3 -1 1

# 0509-VG-E

K

CAP E 32-8 0 RESULT S

VOLATILIT YINCREASE S HAV

E LITTL E IMPAC T O N TOTA L PARTICULAT E EMISSION S
PARTICULAT E CHANG E - %* VEHICL E MERCEDE S BEN Z OLDSMOBIL E PEUGEO T VOLKSWAGEN AVERAG E 

# ATgo% , ° F

59 5 -^57 5 +0. 9 -0. 9 -0. 2 +0. 9 +0. 2 

# ATioz * ° F 435- » 41 0 +0. 2 -1. 6 -2. 0 -1. 0 -1. 1

TO RLO W AROMATI C FUEL S (-22 2 VOL) .

## 0509-VG-E K

CAP E 32-8 0 RESULT S



# S l FUE L SULFU RREDUCTION

PRODUCE S ONL YSMAL L REDUCTION S

LO W AROMATI C FUEL S FUE L 8 FUE L 5 FUE L 4 FUE L 1 HIGH AROMATI C FUEL S FUE L 6 FUE L 2 I N EXHAUS T PARTICULATE S
FUE L SULFU

R 0.2 6 0.2 4 0.1 4 0.0 9
0.4 9 0.2 4 - 2 PARTICULAT E CHANG E - 2 *

0 -2. 4 -5. 6 -6. 7
0 -3. 0 (-16.0-^+15.0 )

• BASE D ON

AVERAGE D PARTICULATE S FRO M FOURVEHICLES . DIFFERENCE S NO T STATISTICALL YSIGNIFICANT .

## 0509-VG-E K

^ i 

# * t -



## VE- 1 EXPERIMENTA L TES TENGINE S - 198 6 CALIFORNI A CALIBRATIO N
MANIIFACTIIRF P MODE L CUMMIN S NT C 40 0 NAVISTA R ^ 6. 9 L D 17 5 H P CATERPILLA R 3W6 B 

## DETROI TDIESE L ALLISO N DD A 8. 2 T

. _._ J

## 0509-VG-E K

VE- 1 EXPERIMENTAL CONTROLLE

D PROPERTIE S O FTES T FUEL S


# 0. 3



# SULFUR , %

0.0 5 

# 0 0

1 5 AROMATICS , % 4 0

U l •> l

## 0509-VG-E K

VE- 1 STATU S



# • CATERPILLA

R3406 B BASELIN E TEST S INDICATE D

- EXHAUS T HYDROCARBON

DISCREPANCIE S BETWEEN

LABORATORIE S

- NEE D T O RECALIBRAT E TIMINGT O MEE T 6 G/BHP-HRNO x 

# REQUIREMEN T
• ^ t CUMMIN S NT C 40 0 SELECTE D A S FIRS T TES T ENGIN E ARE RRETES T BY

EPA

# 0509-VG-E

K

CR C DIESE L EMISSION STUDIE S

• CAP E 32-8 0 QUANTIFIE D FUE L EFFECT S O N EXHAUS T PARTICULATE S FORTH E MOS T POPULA RLIGH T DUT YDIESEL S

- AROMATIC S REDUCTION

HA S REA L BU T SMAL L BENEFI T

- FUE L VOLATILIT YINCREAS E HA S N O PRACTICALL YSIGNIFICAN T BENEFI T

- FUE L SULFU

RREDUCTION

CA N HAVE ONL YMINORBENEFI T A T BES T
• VE- 1 PROGRA

M WIL L GENERAT E MOS T MEANINGFU L DAT A T O QUANTIF YBENEFIT S FORHEAV YDUT Y ^ ENGINE S DU E T O FUE L CHANGE S

- ENGINE S REPRESEN T POPULATIO N O F INTERES T FOR198 6 T O 199 1 TIM E PERIO D

- TES T FUEL S WIL L SHO

W CLEA REFFECT S O F AROMATIC S AND SULFURREDUCTION AND VOLATILIT Y INCREAS E

## 0524-VG-E K

. $ 

## MERCEDES BEN Z TYP E TRA P OXIDIZE R APPEARS CAPABL E T O MEE THDD STANDARD

S WIT H CURRENTFUE L SULFU R
FUE L PROPERTIES : GRAVITY , °AP I 50 2 POINT , ° F CETAN E NUMBE

R SULFUR , MAS

S 2
EMISSIONS : SO 4 MG/M I S-*S0 4 CONVERSION , 2 PARTICULATES, * G/M I PARTICULATES , G/GA L 199 4 HDD EQUIV . LIMIT,* * G/GA L FUE L A 34. 8 50 8 48. 0 0.1 6 FT P 9 . 2 1. 3 0.0 7 1.5 3 1.7 8 6 0 MPH

3 . 8 0. 6 0.0 4 1.0 1 FUEL B

32. 0 51 6 42. 5 0.4 6 FT P 21. 4 1. 1 0.0 5 1.1 5 1.8 0 6 0 MP

H 9. 8 0. 5 0.0 6 1.4 4

* 95 2 CONFIDENC E INTERVA L I S ±.011 . * * (EQUAL T

O . 1 G/BH P H

R ST D a . 4 BSFC

)

b >

# RECOMMENDE D CONSTRAINT S AN D PROCES S FEATURE S FO R REFINER Y INDUSTR Y MODELIN G T O ESTIMAT E COS T O F DIESE L FUE L MODIFICATION S Genera l Th e 199 1 base case use d as th e startin g poin t fo r compariso n wit h "controlled " diese l fue l quality cases shoul d not h^v e an y discretionar

y investment . Likewise , th e controlle d cases shoulcfnav e an y discretionar y investment . Th e cost o

f segregatio n o

f numbe r 2 diese l fue l int o additiona l product s shoul d b e evaluate d an d include d i n th e analysis . Th e entir e suppl y o

f "controlled " diese l fue l shoul d b e produce d i n th e Unite d States . Th e workin g capita l cost o f producin g hom e heatin g oi l year-roun d fo r sal e i n a shor t winte r seaso n shoul d b e include d i n case s wit h "controlled " numbe r 2 diese l quality . Th e base cas e shoul d no t b e allowe d t o segregate distillat e numbe r 2 oi l product s mor

e tha n curren t practices .

T J b >

# RECOMMENDE D CONSTRAINT S AN D PROCES S FEATURE S FO R REFINER Y INDUSTR Y MODELIN G T O ESTIMAT E COS T O F DIESE L FUE L MODIFICATION S Processin g

^ 

# •Ther e shoul d b e n o dearomatizatio n i n conventiona l hydrosulfurizatio n (HDS ) units . •A t 0.05 % sulfu r level , al l "controlled " diese l fue l shoul d b e hydrotreate d (except fo r diese l produce d i n a hydrocracker) . •HD S capacity utilize d i n industr y modelin g shoul d not exced e th e stream-da y (o r operating-day ) capacity time s th e followin g factors :

- a 92 % operatin g factor .

- a 92 % utilizatio n factor .

- a 95 % severit

y facto r i f producin g 0.05 % sulfu r product . •Th e 199 1 bas e cas e shoul d utiliz e a t least a s muc h HD S capacity fo r diese l fue l an d kerosene/jet fue l treatin g as indicate d i n th e recen t NP C survey . •Th e 199 1 bas e cas e shoul d utiliz e at least as muc h hydroge n manufacturin g capacit y a s indicate d i n th e recen t NP C survey . •A t least 25 % o

f th e byproduc t hydroge n fro m catalyti c reformin g shoul d g o t o fue l gas .

T J lb )

# RECOMMENDE D CONSTRAINT S AN D PROCES S FEATURE S FO R REFINER Y INDUSTR Y MODELIN G T O ESTIMAT E COS T O F DIESE L FUE L MODIFICATION S

Produc t Propertie s

•Th e percen t ligh t cycl e oi l (LCO ) i n "othe r numbe r 2 diesel " shoul d no t increase . •Th e clou d poin t o

f an y segregate d numbe r 2 oi l product shoul d not declin e fro m th e clou d poin t o f th e curren t produc t supplie d tha t market . •Ther e shoul d be n o degregatio n o f kerosen e o r je t fue l quality . •Hig h sulfu r fue l oi l specifi c gravit y shoul d not exced e 0.995 .

# WHA T I S CONTROLLE D DIESEL ? Tota l No . 2 Distillat e



# e ^ u DO E "On-Highway "

Diese l Othe r No . 2 Diese l

•Far m • •Off-Highwa y • (Construction ) • •Industria l • •Commercia l •Railroa d • •Vesse l Bunke r •Militar y •Oi l Compan y No . 2 Distillat e Fue l Oi l Residentia l Commercia l Industria l Electri c Utility Al l Othe r

Based o n Sale s Accoun t Classificatio n

O ) J >ENERG Y AN O RESOURC E CONSULTANTS , INC
. SEPTEMBE R 1985

TOTA L PARAFFINS
. vol % 10 0 9 0 8 0 7 0 6 0 5 0 4 0 3 0

tr u i 

## a X
L U 

### z 

# n U J 

## u
> tr. u i C D O 7 0
6 0 S O
4 0
3 0
2 0 •- 0 1 r 1 1 1 1

0 PADD' S I-I V
0 0 ^-BAS E 

## °*°__rs 0 

### DiEsE 

# jj^|^r D,STILLAT E v
0 o^ 8 *.-* - o 

# ° -*V *

0 0 0 /- . 

## V v •0 o ° 0 1 10 . 1 1 0 1 ° 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 TOTA L AROMATICS
. vot %

FIGUR E 2. 2
cc v "3?v : ire zs-Zire :ra » 

# 6 4 2- 8

# RECOMMENDE D CONTINUE D COMMUNICATIO N BETWEE N EP A AN D AP I O N BASIS , CONSTRAINT S AN D PROCES S FEATURE S FO R REFINER Y INDUSTR Y MODELIN G T O ESTIMAT E COS T O F DIESE L FUE L

MODIFICATION S



# " I •Revie

wactua l numbers use d i n basis , constraints , an d proces s feature s o f industr y models ; specifically , produc t specificatons , processin g capacities , etc . •Revie wdetaile d mode l outpu t reports , includin g blendin g tables , processin g employed , fee d an d product summaries , shado wvalues , etc . •Revie wconcept s o

f technologie s employe d t o product controlle d qualit y diese l fuel .

# HYDRODESULFURIZATIO N (HDS )

HO W MUC H AROMATIC S SATURATIO N

+ 3H * 

# ^ x y

^ « - 

# C l0 

# H 8



# Naphthalen e BP , ° F 42 4 Sp . Gr . 1.178 Ci 0 

# H a Alkylbenzen e BP , ° F 36 2 Sp . Gr . 0.864 6
Conversio n o

f Multirin g Aromatic s t o Single-Rin g i s Primar y Reactio n I n Johnston' s Article , Pilo t Plan t HD S o f LC O Raise s Aromatic s fro m 8 0 t o 82 % Conclusio n

- N o Aromatic s Reductio n wit h Conventiona l HD SP.6 8



# Mobi l distillat e dewaxin g process *

• ' • . ' ' 

### Gravity
. *AP I AST M distillatio n ( D 1160)
. •F
. @

.. . 10 % recovered * '
. * • • 50 % ^covered" ' '.;
. :.; •:.;&, >'•• •'•'.:••, •• 90 % recovere

d
. * Pou rpoint
. *F ; . • • • ••,«•,•«'.<."•'"*/.••.;-" • Clou d point , f
. : 

### .:••

• v.-:,. ; f ; •• * •'£•&?&$' Sulfur , «t % ..'-'••• * L:. ; • V
_ • Calculate d cetana Humber t V,w..:. : 

## yia wM g n e u M ": « Butane s C5-330 * F
. gasolin e 330 * F
. + ga

s oil - - '••'.- : •;/- "

• ' Tota l '.
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. *"

• •• • ••- . 5

### :'-«•
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### \S'

— ••• . ••.•,...•* . .. . .A •» -J 

### Fuel-10 4 x10 s 

### BTU @ $3.75/10 * BT U
. Steam—12. 6 l b @ $4.CKV10 i 

### l b * • Power—3. 0 kwh @ S0.056/kw h Tota l . . .

::• ' i ••••, .»

- .\ - ..'a. '

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« _ - • - .- . * • »

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### • ftaaatt



## to* 31. 0

•'. • *..
. 

### •••543 -r- - •' • 65 2 ^'' - 

## *••-so .•:•"*. . Vr.-84 *•*."• • -:>.i.68.v
.

> '3. 3 -: . i6. i e * 82. 1
* •- 

### •101. 5 "V -

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.. . • «

' ".Jj " • " 'a?"* ' *.'-.'."- : i : ".-. • 

## -rr^:--'

" * • • ' • •* • ' *

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. : * ' . " % • • *
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### 5.2-RO N cl i

* * " •• . *

r

*•' • ~ :'•'•* ' '•••.•••'•iV.. : '-•;
. 

### '39. 0 5. 0 16- 8 •0. 8 ftMtfl

.27. 7

• 54 5 '••:•'• • 665
. 73 4 16 : / V 1.95 . ^•.ss.?,- :

* •

*••*.. * 

### •'•'•r'-tk

* . •



## Reference : Collin s & Unzelman , Ethy l Corp. , Oi l & . Ga s Journal , Ma y30 , 1983 ; pag e 71f f



# tnI . . 

# Evaluations , Mobi l distillat e dewaxing proces s
MmwBnfnfPtH



### . • Refiner

y limited o n diese l volume , clou d poin tan

d cetan e numbe

r. • Ga s oil feed an

d produc ta s in Tabl

e 1 1 • • Finishe d diese l specif

ication—4 2 C

N • Ca tcracke rligh tcycl e oi l available a

t2 0 C N

- • Strea m values : Ga s oil feed ....; . :.... : *32.00/bb l Oiese l fue l S37.0Q/bb l Gasolin e (85-RO N clear ) $34.00/bb l Butan e (fue l gas ) $30.00/bb l Ligh tcycl e oi U ...... . $35.5Q/bb l Cetan e numbe rsurplus pe

rbarre l o f feed ...-barrel s o f

produc tx (C N product*C

N specification ) ' -0.82 1 x (53.7-42.0 ) • -9. 6 cetan e numbe

rbarrels (CNB

) Cos to f cetan e numbe

rimprovement ' -60.8/9. 6 - 6.3e/CN B Benefi tanalysis pa

rbarre l e f feed

. Ligh tcycl e oi l thatca n b e adde d

C N surplu s "C N specificatio n - C

N ligh tcycl e oi

l -9.6/(42-20 ) - 0.43 7 barre l . * . •r

### Bene f it s • Extr a diese l fue

l (0.82 1 + 0.437 ) bb l « $46.5 5 Low-octan

e gasolin e 0.16 1 bbl - -5.4 7 Butane t o fue

l 0.03 3 bbl - 0.9 9 Subtota l ' _"•-•••••• ; 53.0 1 Cost a Ga s oil fee d 1.00 0 bbl - 32.0 0 Ligh tcycl e oil adde d 0.43 7 bbl - 15:5 1 Operatin g cos t(Table 11 ) , t 

### • • 0.6 1 '.'',"".''." . : 

### Subtota

l ;'.;. : < 

### . w

### [':••";• ' ' 48.1 2 ' ;_. . *' • ' ri!-..;-.-.'-.-:V.

v Netbenefitperbarre

l o f ga s oi l feed ' 4^89



## Reference : Collin s & Unzelman , Ethy l Corp. , Oi l & Ga s Journal , Ma y30 , 1983 ; pag e 71f f



# 6 ?P.7 0



# Cetan e improvemen t b y furfura l extractio n of aromatics * ^ : * •aala t Ca l cracke r Ug * cycl a oi l Properties _ * Feed Produc t Gravity.'AP I Boilin g range . *F . Sulfur , wt % Paraffins , vo l % Olefins , vo l % Aromatics . vo l % Cetan e numbe r Operatin g casts 

## Fue l — 10 0 x IO 3 

## BTU/bb

l @ $3.75/10 * BT

U Stea m —

2 4 Ib/bb l <a

> $4.00/10 * l b Powe r —3. 0 kwh/bb l @ $0.056/kw h Furfural * —0.01 9 gal/bb l @ $6.50/gal . Tota l 

## • 25. 7 320-68 5 0.3 9 46. 0 7. 5 46. 5 34. 5 — »

— 

## 0. 1 66. 5 3. 5 30. 0 45. 0 */b M fee d 37. 5 9. 6 —16. 8 12. 4 76. 3 *Base d o n 30 0 barret s inventor y o f furfura l i n a 2,000-b/ d uni t bein g replace d a t th e rat a of 0.3 % pe r day . Volum e e f diese l produc t pe r barre l o

f fee d Barre l of fee d contain s 0.4 6 bb l o f paraffins , an d al l i s assume d t o remai n i n th e diese l product where i t represent s 66.5 % of th e tota l volume . Diese l product - 0.46/0.66 5 - 0.69 2 bb l 

## Cetan e numbe rsurplu s •Assum e diese l specificatio n i s 4 2 C N •Remova l o

f 1 bb l o f ligh t cycl e oi l fro m th e diese l poo l •Additio n o

f 0.69 2 bb l o

f 45-C N diese l fue l t o th e poo l •Tota l C N surplu s -7. 5 + 2. 1 » 9. 6 CN B 

## Cos to f cetan e numbe rimprovemen

t Cos t- 76.3/9. 6 « 7.9«/CN

B 1 x (42-34.5 ) 0.69 2 (45-42 ) 7. 5 CN B 2. 1 CN B



## Reference : Collin s & Unzelman , Ethy l Corp. , Oi l & . Ga s Journal , Ma y30 , 1983 ; pag e 71f f



# ifiP.7 1



## Fig
. 3 

# Aromati c vs . clea rCN *

rv • •••A 

## 8 0

. 7 0 

# I 6 0 | 5 0 | 4 0 ;.,;• ; 3 0 •\i2 0 : . 1 0 0

' • * 

# L "

- N v



# •

# N ^
^

-
/ t i i i i i 

## 1 5 2 0 2 5 :3 0 ,3 5 .4 0 4 5 5 0 • • : .' • Oea rcetan e number.•,•••;>':; • r^o f -Ugh t cyct o oil s ^ * :':»*:' ! ; 

## n^/S";^"ri v 

## '--^oaJ J

Reference : Collin s & Unzelman , Ethy l Corp. , Oi l & . Ga s Journal , Ma y31 , 1982 ; pag e 87f f



# "7 0P.7 2

TABL E 4

Propert y Bar. . in . H g AST M DWtUlation , IB P 5 % Recov«r« d .10 % 15 % 20 % 30 % 40 % 50 % j 60 % 1 70 % j ! 807 .

85 % 90 % 95 % Fina l Vlacoiit y @ 100»F , cS t Gravity , »AP 1 Cetan e No . Clea r 0.0 5 Vo l % vn 

### o . i o vo l 

### % o n o . i s vo i 

### % o n Cetan e Inde x Prop *
D22-8 2 29.2 5

42 0 49 0 50 2 50 7 51 2 52 0 52 7 53 6 54 6 55 7 57 2 58 1 58 9 60 5 61 8

3 . 1 21. 4 27. 4 28. 9 29. 9 30. 4 30. 5 rtl« » o f Llfh t Cycl e

D29-8 2 29.5 7

39 8 48 1 47 8 47 8 48 9 49 2 50 0 50 8 51 9 53 1 55 0 56 3 58 1 61 3 62 8

2 . 6 15. 1 17. 1

m

-

- 20. 5 D4S-8 2

29.2 5

37 0 43 0 44 1 45 0 45 6 46 6 47 5 48 5 49 8 51 3 53 6 55 3 57 3 59 4 61 5

2 . 4 19. 9 19. 3 19. 7 20. 3 20. 9 22. 6 Oil e

D24.8 2 29.2 8

43 8 47 6 48 2 48 6 49 1 49 9 50 6 51 2 52 1 53 2 54 7 55 7 57 3 60 4 62 4

2 . 6 16. 4 18. 1 18. 2 18. 6 18. 9 22. 3 D25-8 2

29.2 8

46 5 49 0 49 0 SO O 50 8 52 0 52 9 54 0 55 3 56 8 58 6 60 0 61 8 64 2 65 2

3 . 3 18. 9 24. 0 25. 8 26. 5 26. 9 27. 9 D26-8 2

29.3 0

40 8 48 2 48 3 48 3 48 4 48 6 49 6 51 0 524 - 54 3 56 7 58 0 59 6 62 0 63 0

2 . 9 16. 8 18. 8 19. 8 20. 6 21. 0 22. 4



### Reference : "Rising Diese l Demand —ALinea r Programmin g Challange " Collin s & Unzelman , Ethy l Corp. , 198 3 NPR

AAnnua l Meeting , Marc h 20-22 , 198 3



# "7 1P.7 3



### Tabl e 9 

# Blendin g effect s o f paraffini c wit h aromati c strea m Gravity
. °AP I AST M distillation
. f. IB P 50 % recovere

d E P Hydrocarbo n type , vo l % Aromatic s Olefin s Saturate s Cetan e numbe r

Cetan e numbe r Calculated cetan e no . (Linear ) Blendin g loss , CN LC O blendin g cetan e numbe r tftttlfoel 

## LC O 39. 1 32 3 48 5 64 9 2 0 8 0 49. 8 Pitalu a 70/3 0 

## 19. 9 

## 37 0 48 5 61 5 8 5 

## 1 1 4 20. 4 fctti/Artattit IC

O 50* 0 

## 35. 7 41. 0 

## 5. 3 2. 8 29. 3

35. 1 5. 8 8. 8
Tabl e 1 0 

# Blendin g effec t o f ligh t cycl e oil s ligh t cycl e oi l T U V 

## w X Y A A Averag e Laborator

y cetan e number 16. 0 34. 5 25. 5 45. 0 41. 5 37. 2 32. 8 33. 2 COfMOMfl t Wffttflw g CttM t 

### -MHnbe f b yitgiMaie s 13. 4 28. 7 22. 5 45. 4 38. 6 40. 7 32. 7 31. 7 •flee t -2. 6 -5. 8 ! -3. 0 +0. 4 -2. 9 + 3. 5 -0. 1 -1. 5



## Reference : Unzelman , Ethy l Corp. , Oi l & . Ga s Journal , No v 14 , 1983 ; pag e 178f f



# 72 -