p.1 

OAR Box 1135 

Prepped by Candice Davis 

Document Number: 

32) II-E-2 

Docket Number: 

A-86-03 

Printed 4/21/200811:41:17 AM Sheet 32 of 65 
/f-^-0^-JT-£--x. 

P.2 

American Petroleum Institute 

1220 L Street, Northwest 

Washington, D.C. 20005 

202-682-8000 4> 

James 

(202) 

E. Williams 

682-8155 

ENVIRONMENTAL PROTECTION 

SEP 0 8 1986 

CENTRAL DOCKET 

SECTION 

August 15, 1986 

Mr. Timothy L. Sprik 

U. S. Environmental Protection Agency 

Emission Control Technology Division 

2565 Plymouth Road 

Ann Arbor, Michigan 48105 

Dear Mr. Sprik: 

Thank you for arranging for us to visit with EPA in Ann 

Arbor on August 21, 1986 to talk about diesel fuel performance and processing. Some topics that we would like to 

cover are attached. We will arrive at the Ann Arbor office 

at 9:00 a.m. The API representatives will include Jack 

Freeman of Sun, Bob Warden and Mike Ingham of Chevron, Randy 

Little of Amoco, Bernie Kraus of Exxon, Ed Barry of Mobil, 

John Bassett of Unocal and me. 

We look forward to an informative meeting. 

Very truly yours, 

James E. Williams 

cc: Charles L. Gray, Jr, 

Chester J. France 

Richard A. Rykowski 

#27-nlc-4 
P.3 

AGENDA 

API/EPA MEETING 

Ann Arbor, Michigan 

August 21, 1986 

9:00 a.m. 

I. Introduction J. Freeman, Sun Refining 

and Marketing 

II. Effects of Diesel Fuel Sulfur 

Content on Engine Wear and 

Engine Life 

M. Ingham 

Chevron Research 

III. Effects of Diesel Fuel Aromatics 

Content on Engine Fuel Economy 

M. Ingham 

Chevron Research 

IV. Effects of Changes in Diesel Fuel E. Barry, Mobil Research 

Composition on Emissions and Development 

Description and Status of CRC 

Project 

B. Kraus, Exxon Research 

& Engineering 

V. Discussion and Comments on Bonner R. Warden 

and Moore Proposed Work Plan Chevron Research 

#28-nlc-4 

2-
P.4 

^\9 X /EVA .tf\ECT\NG %j^\ \%(? 

VJ PWS . 

7?. 8. C*)/Q/v>e*aS 

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

Co-mPftNV 

£xxON R£3AFA)4.£O 

r^Cv V wl 

fic^ir. 

T ^ L ^ P HON C 

4/S~- 6>20 " 2*~Z o 

ZO/ -474-Z779 

>/? - 66 3 - W7Jt 

S/a_/ a$-7 - -7-747 

3 

 
Circle No. 2 8 on Card 

ETIHG 

SSION 

marks and grease. 

Affordable - Formex 

stainless steel is now very 

affordable, representing 

only a small part of your 

total investment. 

Attractive Appearance -

Formex stainless steel is a 

heavy 12 guage with a VA" 

rule-rail bead around top 

circumference that 

provides an attractive 

appearance and eliminates 

sharp edges. 

osa 

/A call 804-233-6987) 

14 on Card 

The Convenience Store Division of Keebler Company is now offering Soft 

Batch Cookies to help C-store operators 

take advantage of the growing demand 

for soft cookies. 

The new cookies are available in the 

popular chocolate chip variety and are 

packaged in bright red foil bags, with 24 

3-oz. bags per case. 

Keebler Co., Convenience 

Store Div. 

Circle No. 4 9 on Card 

A new 60-bag shipper of Campino Fruit 

Drops from Storck is ideal for impulsesales at convenience stores. The easy-toassemble shipper holds 60 8-oz. bags. 

Each bag of Campino holds a variety 

of the fruit flavors and all are individually wrapped in clear cello so the color 

and quality shine through. 

StorckU.SA 

y •• Circle No. 31 on Card 

Security System 

Gives Remote Warning 

^teadFuel^Additiye^ / . 

WreatsfLowjLeadlFuei^X 

lllllll l 

i l l 

<Q) 0 

%. &rk>.. -r>. w ws^fffir^ -

«#%*• .».>(? 

*$$&$*; 

Silent Watchman Controlink II is able £ 

to remotely identify illegal entry. Upon £...., , 

entry of a building secured by Contro-^Octane"'Boost Corp. has introduced 

link II, immediate notification can be 

made of the entry and identify which i\\. 

•^l'04fv>Rieal Lead fuel/additive in response to the government's phasedown 

legal key or key code has been used, f "\/"of'tetraethyl lead iri'gasoline^ Designed 

The redesigned eight zone alarm panel | to''actually increase the lead content of 

offers several addtional new features.*' low^eadrgasolinies, the additiye'is said 

At closing, it will not only indicate that;' toVhelp^lubricate and protect valves and 

a zone is zoned out, but will pinpoints, valv^eats.in older engines:' 

which one. Controlink II is equippetfVy bneNquart of-the product treats 20 

with multiple phone line output to in-^\gallonsxof gasoline, increasing the lead 

sure every signal is immediately trans- V-fcohtent^the equivalent/of 0.1 gram of 

mitted. Redesign modifications also in-^^eadT>er gallon, the company said. It is 

elude smaller panel, with all'switches'^'^ecoin.mended for older cars, trucks, innow accessible without opening the!; ooardvand'outboard marine engines, 

panel door. An addition key switch acts 

as an enable switch for using the zoneout, test, information dump and reset 

switches. 

Silent Watchman Corp. 

Circle No. 30 on Card 

motorcycles, snowmobiles and farm and 

industrial equipment. It is said to be 

safe for all fuel systems and legal when 

sold as an aftermarket additive. 

Octane NBoost Corp. •• 

Circle No. 5 7 on Card 

4 PI f—lm~l.4* iC £U>.4; 
EFFECTS OF DIESEL FUEL SULFUR CONTENT ON 

ENGINE WEAR AND ENGINE LIFE 

b> 
Sl 

E 

•Wt 

O 

73 

cc 

i_ 

a 

o 

EFFECT OF ENGINE OIL ALKALINITY AND 

FUEL SULFUR ON RING WEAR 

EMD SD45 Locomotive with Radioactive Rings 

0.75% v 

~ NO.5% ^ 

^.25%^ . 

- 0%^^^ ^ 

. i 

~ ~ \

 ! 

\ 1% Sulfur Fuel 

\ \ 

1 3 5 7 9 

TBN (ASTM D 2896), mg KOH/g 

fc 

Chevron Research Company 

Richmond, California 
P.8 

RING WEAR AT 

1.0% AND 0.5% FUEL SULFUR 

(150-HOUR TEST) 

Total Ring Wt 

Loss, mg 

400 r300 

200 

100 

<i 

Ot 

0.5% Fuel \ 

Sulfur \ 

• 1% Fuel Sulfur 

° 0.5% Fuel Sulfur 

1.0% Fuel Sulfur 

10 15 20 25 

Starting Alkalinity Value ASTM D 2896 

-SAE 30 

with 0% 

D Fuel Sulfur 

30 

Chevron Research Company 

Richmond, California 
cxQ 

FFFECT'OF FUEL SULFUR ON PISTON TOTAL RING WEAR 

EFFECT Oh ru {300 . HOU R TEST) 

Total Ring Wt Loss, mg 

1400r 

1200H 

1000 

800 

600H 

400 

Starting Alkalinity Value ASTM D 2896 

Ch.•.•o«•<«»••,c,,c •"' ,""' 
P.10 

MACK T-6 TEST 

Total Ring Wt 

Loss in mg 

900 

800? 

700 -

600 -

500 -

1.1 2.0 

Sulfated Ash, % 

J s 

2.5 9.0 17.0 

Alkalinity Value ASTM 2896 

24.5 
C7 

MACK TZ-675 TEST 

Oil Consumption, 

Lb/bhp-Hr £• 

g/kVVh 

12.4 

0.004 r 19 Individual Tests 

,1.8 

0.003 h 

0.002 

1.2 

0.001 

0.6 

Correlation Coefficient = 0.85 

(Neglecting One Statistically 

Rejected Data Point) 

1.0 2.0 3.0 

—JO 

4.0 

Top Land Deposit, grams 
EFFECTS OF DIESEL FUEL SULFUR CONTENT ON 

ENGINE WEAR AND ENGINE LIFE 

Reduction of Fuel Sulfur from 0.25 to 0.05 May Reduce 

Corrosive Piston Ring Wear by 10-20% in Some Engines 

Corrosive Wear is Not the Primary Reason for Engine 

Overhauls in the U.S. - Engines are Overhauled for the 

Following Reasons 

-Loss of Oil Control Due to 

• Removal of Lubricant and Bore Polishing Resulting from 

Excessive Top Land Piston Deposits 

• Piston Ring Scuffing Resulting from Over-Fueling, Overheating or Lack of Oil 

• Broken Piston Rings Resulting from Excessive Wear of 

Aluminum Piston Grooves or Overuse of Jacobs Brakes 

- Mechanical Failures 

• Bearing Failures Due to Fatigue or Oil Contamination 

• Camshaft Failures Due to Manufacturing Q. C. Problems 

• Injector Failures Causing Over-Fueling, Piston Burning 

and/or Ring Scuffing 
^ 

EFFECTS OF DIESEL FUEL AROMATIC 

CONTENT ON FUEL ECONOMY 
,„-' — P. 14 

VOLUrCTRIC BSFC VERSUS AROMATICS' CONTENT FOR FUELS TESTED IN THE NTC 290 

LEGEND: A = 1 OES, B = 2 OBS, ETC. 

0.059 • " ' • 

U 0.058 ' 

E 

I 

G 

H 

T 0.057 < 

E 

D 

V 

0 0.056 • 

L 

U 

M 

E 

T 0.055 < 

R 

I 

C 

B 0.054 

S 

F 

C 

« 

0.053 < 

G 

A 

L 

/ 

B 0.052 < 

H 

P 

H 

R 0.051 < 

B 

• 

A 

A 

A 

-

B 

A 

A 

• 

A 

K 

A 

• 

h 

* 

• 

A 

A A 

A 

B 

A 

B 

A 

AA 

A 

A 

BBA 

A 

A A 

A 

AA 

A 

AC A 

B A 

C A 

A A 

' A 

C 

B 

A 

B A 

A 

A BA 

BA 

A A 

C 

B 

A 

A 

A 

A 

B 

A 

A 

0.050 

A 

A 

A 

A 

A A 

A 

6 9 12 15 IS 21 24 27 30 33 36 39 M2 45 48 51 54 57 

AROMATICS, VOL. I 

13 
P.15 

DENSITY VERSUS AROMATICS CONTENT FGR FUELS TESTED IN THE NTC 290 

0.90 • 

I 

0.89 • 

0.88 • 

0.87 * 

I 

0.86 • 

0.85 • 

1 

D 0.84 • 

E 1 

N 1 

S 0.83 • 

I I 

T 

Y 0.82 • 

0.81 • 

| 

0.80 • 

0.79 + 

| • 

0.78 

0.77 

+ 

+ 

0.76 • 

.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" 18 21 24 27 30 33 36 39 42 45 48 51 54 57 

AROMATICS, VOL. 1 

\>\ 
REDUCING AROMATICS CONTENT WILL 

INCREASE VOLUMETRIC FUEL CONSUMPTION RATE 

• Reducing Aromatics from 28% to 20% Increases Fuel 

Consumption by —3% in Cummins NTC 290 S.S. Testing 

P 
CONVERSION OF FUEL SULFUR TO 

PARTICULATE SULFATE 

r- •& 

T3 

0) 

I

10 

o £ 

»- 5 

3 3 

:= o 

3 

LL 

^o 

o 

1\-

oL 

0.1 

o Cruise, High Power 

Idle , ~ • — * — 

Chassis Dynamometer 

a 

a a 

Q 

1 1 

Chassis 

Dynamometer 

0.2 0.3 

Fuel Sulfur, % 

D Cold-Start Transient 

0 Hot-Start Transient 

1400 rpm Steady State 

0.4 0.5 

_J 

0.6 

Laboratory 

Engine { 

o High Power 

• Cruise 

A Idle 

Chevron Research Company 

Richmond, California 
COMPARISON OF FUEL EFFECTS SENSITIVITY DATA FOR 

HEAVY-DUTY DIESEL PARTICULATE EMISSIONS 

BSP (g/bhp-Hr) = a + b (Aromatics, Vol %) + c (T90, °C) + d (Sulfur, Wt %) 

Data Source 

Chevron NTC 290 Steady State 

SAE Paper 841364 

Mobil/Cat. 3406B Steady State 

SAE Paper 852078 

Mobil/Cat. 3406B Transient 

SAE Paper 852078 

Chevron NTC 350 Steady State 

To be Published 

Aromatics 

Effect 

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

90 

Effect 

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 

Sulfur 

Effect 

d 

0.36 

0.16 

N/A 

0.29 

cr 

0.03 

0.02 

N/A 

0.04 

Number 

of Fuels 

Tested 

42 

10 

6 

10 
COMMENTS ON HEAVY-DUTY 

DIESEL FUEL EFFECTS SENSITIVITIES 

Mobil/Cat. 3406B Aromatics Sensitivities Represent the 

Extremes of the Data Currently Available 

*o 

Factor of 20 Difference Between S.S. and Transient Aromatics 

Sensitivity in Mobil/Cat. Study Begs the Question of Test Cycle 

Representativeness 

T90 Effect is Not "Statistically" Meaningful in any Study 

Chevron NTC 290 Sulfur Sensitivity Represents Upper 

Extreme, but it is Supported by Subsequent NTCC 350 Data 

Transient Sulfur Sensitivity Data is Needed 

TJ 

1(0 
P.20 

Subject OIESEL FUEL NET HEAT QF COMBUSTION ANO 

TRUCK FUEL ECONOMY RELATIONSHIP Interoffice 

Correspondence 

Date August 13, 1986 

Location Product Development, Marcus Hook 

From J. S. Smith 

To Mr. J. H. Freeman 

Mr. 0. E. Crow: 

Mr. R. R. McGrew: 

Mr. S. G. Miller: 

For your information 

j. q. Griffith, I 

SUMMARY 

The consumption rates in trucks of a |2D diesel fuel, and a 50/50 blend 

of that fuel with kerosene, were measured by the joint RCCC/SAE J1264 

(short terra-in-service) test procedure. This test was carried out on 

the circular track of the Armstrong Rubber Co in Pecos, Texas. The 

trucks consumed 1.64 M% more of the kerosene blend, than the #20 fuel. 

The NET HEAT CQNTENT (on a per-gallon basis) of the kerosene blend was 

1.68 % lower than the #2D fuel; which confirms that fuel economy (MPG) 

is, as predicted, directly proportional to the net heat content of the 

fuel. Heat content is inversely related to the API Gravity of the fuel, 

i.e. lower API gravity fuels provide better fuel economy. This report 

documents for-the-record, these fuel economy data which have been 

presented previously in public meetings. 

BACKGROUND 

Diesel fuels are often blended with kerosene during the winter to lower 

their cloud point. Unfortunately, about 50 vJS kerosene is required to 

lower cloud point significantly. The resulting API gravity of these 

blends is higher than a |2D diesel fuel. 

Combustion theory predicts that fuel economy for compression ignition 

engines should be directiy proportional to the net heat of combustion of 

the fuel on a volumetric basis. Also, volumetric heat content is 

inversely proportional to the API gravity of the fuel. Thus kerosene 

blends should result in an increase in fuel consumption, as well as 

being more expensive on a per-gallon basis. The result can be a 

significant increase in fuel cost to a trucker during the winter. 

The objective of this work was to confirm that fuel economy (MPG) is 

proportional to the net heat content of the fuel on a per-gallon basis. 

11 
P.21 

Mr. J. H. Freeman - 2 - August 13, 1986 

DISCUSSION 

The fuel consumption tests, by the joint RCCC/SAE J1264 (short term-inserv i ce) procedure, were made at the Armstrong Rubber Co. test track i n 

Pecos, Texas. . Figure 1 shows the general configuration of this 

facility. (Attachment 1 is a copy of the J1264 procedure.) Table I 

presents information on the matched pair of trucks used to evaluate the 

two fuels. Both drivers were experienced at making fuel economy 

measurements. The "portable tank weight method" was used to measure fuel 

consumption. The following procedure was used: 

1. A warm-up run of 4 laps of the 9 mile (circumference) 

circular* test track was made on non-test fuel. 

2. A one-lap run.was made on the test fuel to flush the 

truck's fuel system. 

3. The portable tanks were weighed to the nearest 0.1 lb. 

4. Two - 6 lap runs were made on the test fuel with intermediate weighing of the portable tanks. 

5. Test fuels were then switched between the two trucks 

and the procedure, starting with step 2 above, was 

repeated. 

The above cycle was was repeated twice, resulting in a total of 8 

lap "legs" for each fuel. Table II presents the data on all legs, 

nomenclature as presented in the J1264 test method translates as 

follows: 

6 

The 

cle 

1 

1 

1 

1 

2 

2 

2 

2 

Trip 

1 

1 

2 

2 

1 

1 

2 

2 

Leg 

1 

2 

1 

2 

1 

2 

1 

2 

Vehicle 

"A"(B-80) 

#20 diesel 

n n 

Blend 

R 

#2D Diesel 

n n 

Blend 

n 

Vehicle 

"B"(B-81) 

Blend 

n 

#20 Diesel 

It H 

Blend 

n 

#2D Diesel 

n II 

Table III presents the pertinent data by fuel. Since each leg 

represents 54 miles, the total mileage on each fuel is 432 miles. 

Pounds of fuel consumed have been converted into gallons at the ambient 

temperature shown for that leg. The difference in consumption between 

the two fuels is 1.36 gallons, or 1.64% of the base #20 fuel. 

* Note that the circular track eliminates the effect of wind. 

20 

_ 
P.22 

Mr. J. F. Freeman - 3 - August 13, 1986 

Table IV presents data for the two fuels. The difference in NET heat of 

combustion on a gallon basis is 2,177 BTU/Gallon, or 1.68% of the net 

heat of combustion of the #2D diesel fuel. 

The J1264 procedure states: "The portable tank weighing method is 

considered, based on test experience, to have an overall accuracy of *• 

or - 1J5" Thus the fuel consumption results should be in the range 0.6 

to 2.6 Jt. The repeatability of the ASTM D-240 test is 56 BTU/lb., or 

392 BTU/Gal, based on 7 lb/gal. Thus the difference in net heat of 

combustion between the two fuels could be from about 1400 to 3000 

BTU/Gal, or 1.1 to 2.3%. 

CONCLUSION 

These results confirm the predicted relationship between net heat of 

combustion and fuel consumption in trucks, well within experimental 

error. 

Smith 

cc: Mr. W. H. Douthit 

Dr. B. C. Davis 

Mr. G. G. Kroninger 

Mr. W. P. Mortimer 

Mr. J. G. Pierri 

CTF 

2) 
AUTUMUllV t PttUVU M vj unu u ive w1 MAIN TRACK - 9 Ml. 

2 ELCAMINO - 10.2 Ml. 

3 BELGIUM BLOCK COURSE-IOOO FT. 

4 SERPENTINE COURSE-1.2 Ml. 

5 TRACTOR CtRCLES-300 FT. DIA. 

6 HEADQUARTERS 

8 GRAVEL ROAD - 1.3 Ml. 

9 CRUSHED ROCK ROAD- 1.2 M: 

10 SKID PAD-I200FT.L0NG 108FT. 

11 VILLAGE COURSE 

ax 
P.24 

Table I 

Test Vehicle Information 

-

TRUCK/TRACTOR 

Number 

Make 

Model 

Year 

Total Miles 

Miles since rebuild 

NUMBER OF DRIVE AXLES 

ENGINES: 

Make 

Model 

Rated horsepower 

TRANSMISSIONS: 

Make 

Model 

Geared For: 

at RPM 

Gear 

DIFFERENTIALS: 

Make 

Model 

Ratio 

TIRES: 

Size 

Cold Pressure 

TRAILERS: 

Make 

Model 

Unit Number 

Year 

Type 

Corners 

Height 

Length 

Ti re size 

Cold Pressure 

GROSS VEHICLE WEIGHT 

Vehicle 

"A" 

B-80 

International 

F-4370 

1973 

694,709 

1858 

2 

Cummins 

NTC-350 

350 

Fuller 

RTO-910 

80 MPH 

2150 

10 th 

Rockwel1 

SQHD 

4.44 

10. x 20 

85 psig 

Hobbs 

FB-EP-35' 

T-21 

1974 

Platform 

Square 

4'8" 

35 ft. 

10. X 20 

85 psig 

54,300 lbs 

Veh i c1e 

IIQIT 

B-81 

International 

F-4370 

1973 

761,609 

1860 

2 

Cummins 

NTC-350 

350 

Fuller 

RTO-910 

80 MPH 

2150 

10 th 

Rockwel1 

SQHD 

4.44 

10. x 20 

85 psig 

Hobbs 

FB-EP-35' 

T-22 

1974 

Platform 

Square 

4'8" 

35 ft. 

10. X 20 

85 psig 

54,300 lbs 

.23 
P.25 

CTL 

A COMPARISON 

#2D DIESEL PUBL 

TRUCK FUEL 

TABLE II 

QP TRUCK FUEL ECONOMY 

rs- A 50/50 KEROSENE BLEND 

LBS VOLUME GALS AMB. 

FUEL FACTOR FUEL TEMP F 

111 

111 

112 

112 

121 

121 

122 

122 

211 

211 

212 

212 

221 

221 

222 

222 

B-80 

B-81 

B-80 

B-81 

B-81 

B-80 

B-81 

B-80 

B-80 

B-81 

B-80 

B-81 

B-81 

B-80 

B-81 

B-80 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

#2D 

BLEND 

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 

1.0165 

1.0169 

1.0183 

1.0188 

1.0212 

1.0219 

1.0212 

1.0219 

1.0218 

1.0224 

1.0218 

1.0224 

1.0207 

1.0213 

1.0188 

1.0194 

9.77 

9.98 

9.87 

9.99 

9.94 

10.27 

9.94 

10.38 

10.68 

10.40 

11.06 

10.76 

10.74 

11.24 

10.87 

11.25 

95 

95 

99 

99 

105 

105 

105 

105 

106 

108 

108 

106 

104 

104 

100 

100 

CTL COOLANT 

TEMP P 

AXLE#1 

TEMP P 

AXLB#2 

TEMP P 

WIND SPEED 

MPH MPH 

111 

111 

112 

112 

121 

121 

122 

122 

211 

211 

212 

212 

221 

221 

222 

222 

188 

182 

188 

188 

195 

188 

195 

188 

188 

200 

188 

203 

200 

185 

190 

185 

125 

125 

130 

150 

175 

150 

180 

140 

140 

180 

140 

180 

180 

130 

175 

130 

135 

125 

200 

130 

150 

205 

150 

210 

210 

150 

240 

150 

150 

200 

135 

200 

5 

5 

6 

6 

6 

6 

5 

5 

5 

5 

8 

8 

12 

12 

15 

15 

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 

CTL IS •CYCLE-TRIP-LEG" 

LBS/GAL OP #2D - 7.107 

LBS/GAL OF BLEND = 6.952 

2H 
H 

CTL 

111 

112 

121 

122 

211 

212 

221 

222 

LEGS 

TRUCK 

B-80 

B-80 

B-81 

B-81 

B-80 

B-80 

B-81 

B-81 

TABLE III. 

-OPERATING ON #2D BASE FUEL 

LBS. 

FUEL 

68.3 

68.9 

69.2 

69.2 

74.3 

76.9 

74.8 

75.8 

AMBN'T 

TEMP F 

95 

99 

105 

105 

106 

106 

104 

100 

YOLUME 

FACTOR 

1.0165 

1.0183 

1.0212 

1.0212 

1.0218 

1.0218 

1.0207 

1.0188 

GALS 

FUEL 

».77 

9.87 

9.94 

9.94 

10.68 

11.06 

10.74 

10.87 

— 

SPEED 

MPH 

58.9 

58.9 

57.9 

58.9 

57.9 

60.0 

58.9 

58.9 

TOTAL 82.87 

LBS/GAL OF #2D = 7.107 

AVERAGE SPEED = 58.79 MPH 

LEGS OPERATING ON THE KEROSENE/#2D BLEND 

CTL 

111 

112 

121 

122 

211 

212 

221 

222 

TRUCK 

B-81 

B-81 

B-80 

B-80 

B-81 

B-81 

B-80 

B-80 

LBS. 

FUEL 

68.2 

68.2 

69.9 

70.5 

70.7 

73.2 

76.5 

76.7 

AMBN'T 

TEMP F 

95 

99 

105 

105 

108 

106-

104 

100 

VOLUME 

FACTOR 

1.0169 

1.0188 

1.0219 

1.0219 

1.0224 

1.0224 

1.0213 

1.0194 

GALS 

FUEL 

9.98 

9.99 

10.27 

10.38 

10.40 

10.76 

11.24 

11.25 

SPEED 

MPH 

58.9 

58.9 

57.9 

58.9 

57.9 

60.0 

58.9 

58.9 

TOTAL 84.23 

CTL IS "CYCLE-TRIP-LEG" 

LBS/GAL OF BLEND = 8.952 

AVERAGE SPEED = 58.7-9 MPH 

25-
P.27 

Table IV 

Properties of the Test Fuels 

Property 

API Gravity 

Pounds/Ga11 on 

Distillation, °F 

IBP 

. 5% 

IOX 

20% 

30% 

40% 

50% 

60% 

70% 

80% 

90% 

95% 

EP 

Rec'y 

Res. 

Cetane Number 

Cetane Index 

Cloud Point, °F 

Pour Point, °F 

Sulfur, wt% 

ASTM 

Test 

Method 

D-86 

D-613 

D-976-80 

D-2500 

D-97 

D-2622 

Heat of Combustion D-240 

GROSS: 

BTU/Lb 

BTU/Gal. 

NET: 

BTU/Lb. 

BTU/Gal. 

#2D 

Diesel 

Fuel 

34.3 

7.107 

352 

405 

424 

448 

466 

484 

500 

517 

538 

563 

596 

622 

650 

98% 

1% 

45. 

44.6 

•12 

-5 

0.13 

19,423 

137,734 

18,285 

129,666 

50/50 

Kerosene 

Blend 

38.0 

6.952 

353 

387 

399 

417 

432 

446 

461 

477 

497 

523 

563 

600 

630 

98% 

1% 

45. 

45.0 

•6 

-15 

0.09 

19,561 

135,649 

18,384 

127,489 

2Lp 
ATTACHMENT 1 

JOINT RCCC/SAE FUR CONSUMPTION TEST 

PROCEDURE (SHORT TERM-IN-SKVICE VEHICLE) 

36.05 

TYPE 1—SAE J1264 SAE Recommended Practice 

Repon of Tradi tad Bw Conmimc ippmcd April 1979. 

/. Seep*—This recommended practice provides minimum requirements for 

testing componenu or systems of the type which can be switched from one 

truck to another with relative ease: i.e., aerodynamic devices, clutch fans, 

radial tires, and the like. The test utilizes in-service fleet vehicles, operated 

over representative routes. The relative fuel effectiveness of the component or 

system under tett is determined as a percentage improvement factor. This 

factor is calculated using the relative fuel usage of like vehicles operating with 

and without the specific component or system under evaluation. Accuracy 

capability employing this test technique is either :il% or £2%, depending 

upon the method of fuel measurement. (See paragraph 6.4.) 

2. IdMntifieatiom—Sufficient infonnation is to be recorded to identify the 

vehicles under test and the route over which the test is conducted. Minimum 

infonnation required is shown in Test Dau Form •= 1. 

3. Dtfimtiaiu 

3.1 Test Cycle—Tbe test cycle is comprised of two complete round test 

trips with two trucks, wherein the device or component or systems under 

evaluation have been switched from one truck to the other between the first 

and second round test trip. 

32 Test Trip A test trip is one half of a complete test cycle wherein the 

device or component under evaluation is operating on one of the two trucks. A 

test trip always starts and stops at the same exact location. This may be 

accomplished by using either a closed loop of highways or single highway with 

one tett leg of the ten trip out, a tum-around point and one test leg of the test 

trip in. 

3.3 Test Leg A test leg is one half of a test trip during a single highway 

test cycle. 

3.4 Vehicles A and B—The two vehicles being used for test purposes are 

randomly identified as Vehicle A and Vehicle B. This identification applies to 

the truck, iu equipment, and driver as well as the trailer, in the case of 

tractor/trailer combinations. 

4. Rmxmw*mitd Fit* Tttt AsftmUiwi 

4.1 Tett Route Selection—A test route of not less than an aggregate of SO 

miles (80 km) for each ten leg is selected for conducting the test. The test 

route selected must not exceed the capacity of the portable fuel tanks (if used) 

and should allow high probability of an uninterrupted test cycle. Both vehicles selected should be able to maintain a speed reasonably dote to the potted 

or legal maximum speed; however, the speed selected should be representative 

of avenge fleet operations as determined by fleet conducting the test. 

4 2 Vehicle Test Speeds—The test speeds selected should be well within 

the capability of both vehides to be tested. The maximum test speed is 

determined by the ability of the vehides to maintain spacing in all circumstances to be encountered. Each vehide should be'operated in the presdected 

engine rpm operating range. 

4J "Vehicle Spedfi and Maintenance—Two vehicles are selected. 

These vehicles are to be of the same spedfication and in similar mechanical 

condition as determined by the fleet conducting the test. Enter data on Test 

Data Form # 1 (Vehicle Identification). 

4.4 Vehicle Loads -Load weights for tbe period of the test should be 

selected which result in gross vehicle weight within 5% of each other. Enter 

dau on Test Dau Form 91 . 

4J Ten f>rl1|-.|.-a».M rnm-pn-n.-nr gr system to be tested is incorporated 

into Vehicle A. 

4.6 Fad Measuring Device Requiremem 

4.6.1 If the portable tank weight method is used, the scale must be calibrated in maximum increments of % lb (0.1 kg). (Use Fud Economy Test 

Dau Form 4*2 for recording data.) 

4.62 If vdiicles are fitted with on-board flowmeters, those meters must be 

calibrated to an accuracy of :£%% at a flow rate of 10 U. S. gal/h (37.85 L/h). 

(Use Fud Economy Test Dau Form * 2 for recording data.) 

4.7 Driver Selection—Average driven as determined by the fleet's driver 

records, are selected and assigned to their representative vehides. They do not 

alternate between vehides during the test cyde. 

4<8 Vehicle Designation—Vehide and driver combinations are designated; Vehides A and fl. 

5. Riemmmmdtd FUtt Tut Proetdun—This technique involves the foUowing steps: 

5.1 Vehides A and B follow the same start and warm-up procedures. 

Start and warm-up procedures to be representative of fleet operation or not 

less than 45 min of operation under conditions similar to the condition used in 

an 

52 Both Vehides A and B are moved to the same location durin; 

fading. Both vehides are filled from the same fud dispenser at the saint 

fueling point. Tanks are topped off visually, and weighed, wdght (mass) to b 

recorded, if weighing method is used. (Enter dau on Test Data Form —2. 

5~3 Record weather, road, traffic conditions, wind veiodty, and win< 

direction before each test leg of a test trip. (Enter dau on Test Dat; 

Form »2.) 

5.3.1 Wind velocity may be checked with an inexpensive martnt-stpi 

hand-hdd wind indicator. Wind direction may be judged at sun and finisi 

points by referring to the approximate direction in relation to the basi 

direction of the highway, Le., 0 deg headwind, 45 deg quartering headwinc 

90 deg sidewind. 45 deg (or 135 deg) quartering tail wind, etc. or check wit 

local weather bureau. 

5.4 Vehides A and B move to marked tuning point and park wit 

engines stopped. Fud measuring equipment (if on-board fud meters are usee 

and odometers are read and recorded. (Enter dau on Test Dau Form =2 

S-5 Vehides A and B tun engines simultaneously as time is record© 

(Enter dau on Test Dau Form =2.) Vehides move out simultaneously on tl 

test leg from the starting point with Vehide A in the lead. Vehide A accde 

ates to the selected top test speed while Vehicle B accderates a* a slower ra 

in order to obtain a vehide separation of approximately 200-250 yd (18 

230 m). 

U At t predetermined point on the test leg, suitably marked, w 

one-halfway of the total disunce of the outbound test leg, Vehide A reduc 

iu speed by 5 mph (8 km/h) during the passing maneuver and allows Vehi< 

B to pass and take the lead. Vehicle J9 may accderate 5 mph (8 km/h) duri 

the passing maneuver but then must decelerate to the preselected maxirau 

test speed. Vehide A accderates to maintain the 200-250 yd (180-2301 

behind Vehide B. 

5.7 At the end of this test leg, Vehides A and B are stopped at 

predetermined turn around point. Immediately after full stop at end of t< 

the engines are idled for 1 min and simultaneously shut down. Time of sh 

down is recorded. Fud measuring equipment, if on-board fud meters ; 

used, and odometers are read and recorded. (Enter dau an Ten Dau Fo: 

ss 2). Tanks of Vehides A and B are weighed, refilled, and weighed aga 

weights to be recorded, if weighing method is used. (Enter dau on Test D 

Form s*2.) Record weather, road, traffic conditions, wind vdodty, and wi 

direction. (Enter dau on Test Dau Form *1 ) If a dosed loop of highwa 

sdected as the test route, a halfway point is to be selected for use as 

turnaround measurement point. 

5.8 Vehides A and B make the turnaround and stop at predetermii 

sun point for inbound test leg. If conditions require, all readings should 

taken again and recorded. Engines are to be started and stopped simulu 

ously when making the turnaround. 

iS Time is recorded as the two vehides sun the inbound test leg v 

Vehide fl in the lead. (Enter dau on Ten Dau Form — Z) 

5.10 At the midpoint on the inbound test leg. Vehicle A overt. 

Vehide £ in tbe same manner as before (paragraph 5.6). The two ten vehi 

proceed in thb order to the predetermined finish point which b opposite 

inbound ten leg tuning point. Immediatdy after full nop at end of ten 

tbe engines are idled far 1 min and simultaneously shut down. Time of 

shut down b recorded. Fud meters and odometers are read and recor 

(Enter dau an Ten Dau Form —2.) Tanks of Vehides A and fl are wdg. 

refilled, and weighed again. 

5.11 A valid ten cyde is comprised of two complete round ten trips, 

modification or equipment being tested must be switched from one true 

the other between the two round ten trips. Repeat paragraphs 

through 5.10. 

5.12 Driven of Vehides A and fl to be interviewed. (See pangrapl 

and Ten Dau Form * 1.) 

' & CateuUttion Punjabi!* (Stt Calculation Ptvcmlmtt Form s?3) 

' 6.1 Add fud used by Vehide A and Vehide fl for ten trips when i 

vehides were operating with the component or system under ten. 

62 Add fud used by Vehide A and Vehide fl for the ten nips i 

these were operating without the component or system under test. 

•&J3 Compare paragraphs 6.1 and 6.2. If paragraph 6.1 is less than | 

graph 62 the component or system being tested improves fud econ 

'Edmoad Srirnttftc Co, Barrington, NJ, or Dwycr Instrument, Inc, Michigan 

IN, or equivalent 
36.06 

P.29 

(Remember, 1-2% differences in fud economy could be caused by inherent 

inaccuracies in the ten and measurement procedures.) 

6.4- Piupcrly conducted tesu using, oo-board fud metea are considered, 

baaed on ten experience; to have an overall accuracy of £2%. The portable 

tank weighing method is considered, based on ten experience to have an 

overall accuracy of £1%. Example; Uriny the portable tank weighing 

method, computation showing a 5% fud savings indicates that the component 

or synem tested has saved (4-6%). A similar result with the fud flow meter 

would indicate a savings of (3-7%). 

7. Cautismary Notm 

7.1 All auxiliary fud tanks used in the ten should be weighed on the 

mm. scale; The outside of the fud unks should be wiped dean of fud and 

din each time they are weighed. The weight difference is convened into 

gallons at the end of the test cycle. The-use of quick disconnect hose coupling 

is recommended with auxiliary fud tanlo. 

72 It should be remembered dut when detennining percentage improvement facton of componenu or systems under test by comparing rdative 

fud usage, che effect of the combined rolling friction, aerodynamic drag, and 

other parasitic losses are shown. Therefore, rdativdy small wind changes can 

result in large variations in the fud consumed by a vehide; 

72 All ten conditions (wind vdodty, wind direction, traffic, road conditions, driven, vehides, routes, wdghts, speeds, etc.) would have to be identical 

to achieve identical resulu from one ten to che other. In practice, exact 

reproduction of conditions is virtually impossible to achieve. This tett method, 

therefore, is generally not recommended for making exact evaluations between 

devices or componenu within a given class. Multiple tesu are recommended 

for refining data on a single component or system operating under variable 

conditions. Typical multiple tesu on a device or component could indude 

among others: 

7.3.1 Two or more- tesu for averaging purposes. 

7.3.2 Two or more tens ran at differing speeds. 

7.3.3 Two or more tesu run with differing wind conditions. 

7.3.4 Two or more tesu with differing temperature conditions. 

7.4 This ten procedure is generally not suitable for testing equipment 

which requires substantial time for switching such at: engines, transmissions, 

cag axles, rear axles, and the like. The Type d In-Service Ten Procedure is 

recommended for the evaluation of these vehicle components. 

7 J It is strongly recommended that the two drivers of Vehides A and B 

both be required to drive over the test route twice before a test cyde; practicing the passing maneuvers, spadng requirements, starting, stopping, etc., will 

lead to greater accuracy and reliability in test results. 

7.6 To minimize ten variability, it is recommended that the two vehicles 

under test be in similar mechanical condition aiid be representative of the 

Heet conducting the test and have (except in che case where chis is che item 

being evaluated): 

7.6.1 The same tire type, size, and pressures. 

7.6.2 The same grade type and quantity of engine oiL 

7.6.3 The same grade type and quantity of transmission oiL 

7.6.4 The same grade type and quantity of differential oiL 

7.6-5 The same grade and type of whed hub oil or grease (tractors). 

7.6.6 Each vehicle and trailer should be lubricated co fleet requirements. 

7.6.7 Prior to the cen each engine governor set precisely equal and at 

scandard for che fleet conducting the test. 

7.6.8 Coolant temperature equal in both vehides which have che .same 

temperature control device and functioning a* intended. It may be desirable 

to avoid automatic fan operation or record total minutes of fan operation on 

each vehide for comparative purposes. 

7.6.9 New air deaner elements and new fud filters nf the same make and 

type. Installation of new air cleaner can be waived if both vehides' restriction 

does not differ by more than 5 in H.O or (127 mm) and does not exceed 15 in 

H.O (381 mmi. 

7.6.10 Test vehides sdected should have been driven at lean 2000 miles 

and where possible have equal mileage £10%. 

7.6.11 Vehide reasonably clean and free from sheet metal dents, tears, or 

missing body parts. Fiberglass hoods should be intact. 

7.6.12 Equal fifth whed setting and tractor-to-crailer gap and/or axle 

loading. 

7.6.13 Cab side window opening same in each vehide, open or dosed, for 

entire test. 

7.6.14 Electrical load on each vehide equal as possible. Air conditioning 

otr. lights on. etc. 

7.6.15 Traiien are the same make and modd free of damages to exterior 

surfaces. 

7.6.16 Track/tractor whed alignment checked and Trailer axle 

alignment checked and proper. The same grade and cype of whed hub oil or 

grease (traiien). 

7.6.17 Axle wdghu of one vehide must be reasonably dose to each 

.~~,A,n* -uie on the other vdiide 

7.6.18 Total vdiide wdght difference must not be greater than 5%. 

7.7 At end of each ten trip, both vehicles munbechedted for noe-devic 

(ten componenu or system) related functional change*. Typical check* woul 

include: 

7.7.1 Oil pressure. 

7.7.2 Coolant temperatures. 

7.7.3 Exhaust gat temperature. 

7.7.4 Engine air filter restriction. 

7.7.3 Voltmeter or voltage ammeter. 

7.7.6 Tire pressures. 

7.7.7 Brake dragging: 

. 7.7.8 Exhaust smoke; 

7.7.9 Observed ability co maintain sdected test speed. 

Drivers of Vehides A and B should be interviewed to ascertain any diffi 

ences in the apparent handling, power, or braking characteristic! of thf 

respective vehides when operating in the standard mode (Lt, without t 

component or system under ten) or in the ten mode (Le., with the compone 

or system under test). If changes occur during any test leg, the test dau shou 

be discarded and the ten rerun after correction of the problem. 

7.8 In order to obtain resulu which may be considered representative 

actual fleet conditions, it is important to reproduce typical fleet conditic 

during the test. This applies to: load wdghu, routes, grades, vehide spec 

weather, wind conditions, driven, etc. Example; Ifa fleet generally operates 

a part of the country and over routes where cross winds exitt during 

substantial pan of the time; che test should be conducted in che presence 

similar cross winds, in order to obtain representative results. 

73 The accuracy of odometen and speedometen of Vehides A and 

should be determined during die trial ten run over the test route sdected a 

compensations made for error during actual ten cyde. If odometer readi 

(total miles) (km) on Vehicle A and fl differ, it is recommended that 

distance reading be averaged and this value be used for calculation purpo 

A chase car with known speedometer and odometer accuracy may be used 

chis purpose. Riden should be in each truck/trader for recording purpo 

7.10 If deviations do occur iron tiw prcxtcctca ten route on ttwfint 

trip, the second cen trip should indude the exact same deviation. If 

deviation occun initiaUy on the second ten trip, then a third ten trip must 

run having the same ten deviation so that a consecutive pair of identical 

trips are available for comparison. 

TYPE I TEST DATA FORM * l (VEHICLE IDENTIFICATIO! 

TRUCK AND/OR TRACTOR 

Fleet 

Unit Number 

Make 

Modd 

Year 

Number of Axles 

Number of Drive Axles 

Engine Make 

Governed RPM @ No Load 

Power Rated 

Transmission Make 

Transmission Modd 

Geared fon 

Dace . 

VEHICLE A 

Test Number 

VEHICLE i 

.hp(kw) hp( 

at-. 

in. 

2? 

Differential Make 

Differential Ratio 

. mph (kw) 

. rpm at. 

, Gear in . 

, mpl 

. rpm 

.Gea 
i a o 

36.C 

/ / 

• P« (kPa) . 1* (kPa) 

Tire Siae/Type 

Tire Pressure (Cold) .— 

Fud efficient devices, components or tyttemt that are incorporated into test 

vdiide specifications as fleet standards are lined bdow: 

2 . — '• 

3 ; — — • 

4. __ _ — 

5 — 

6. : i 

Detailed description of component or system modification bang tested: 

Test Route: 

TYPE 1—FUEL ECONOMY TEST DATA FORM s?2 

(This form is to be used twice for each vehicle.) 

Type 1 Ten-Portable Fuel Tank-Weighing Method 

Fleet Tractor •=: 

Driver Observer _ _ 

Test =: . Date 

.Trailer —: 

Component or System Modification Under Test: 

___ Test Speed:. Route. 

Device was in Operation __ _ (Check One) 

Fud Weight4 Odometer 

Legl 

Stan 

Device not in Operation _ _ 

Time 

Finish _ _ 

Fuel Uted . 

Leg2 

Stan __ _ 

(Miles) km . Time . His. min. 

(Miles) km. Time. Hn.. 

Tune 

_ •*• * = (gallons) then i 

_ _ (gallons) (liters) used = _ _ 

Finish ___ _ 

Fud Used _ 

Total Fud Used (Miles) km 

•Total Fud Used (Pounds) (kg). 

Total (Miles) (km) Run •+• 

(Miles) (km) Run . 

Weather Temperature 

Sun ____ _ , 

Finish —_ _ ____ _ ____ _ 

•If fud meter it used: Record meter readings in thu column. See footnote a on Fo; 

'Actum! Specific Gravity of fud can be used. 

HOURS= 

Humidity 

miles/galle 

km/L 

— (miles/hour) (kr 

Wind 

TYPE 1 TEST DATA FORM « 1 (VEHICLE IDEiNTinCATION) 

TRAILER/BODY 

Fleet Date. Test Number. Fleet 

TYPE l-(CALCULATION PROCEDURE) FORM * 3 

_____ _ Date - — - Test Number „ 

.VEHICLE A 

Unit Number _______ _ 

Make 

Modd 

Year 

Type — 

Type of Side ____________ ________ 

Type of Comer ______ _ ____ _ 

Height • i 

Length _____ _ ______ _ 

Tire Size/Type - -

Number of Axles on Trailers) • • 

G.V.W. 

Fifth Whed Setting 

DRIVERS) INTERVIEW 

Handling, power, braking characteristics of vehides during test (See 7.7) 

Vehide A ; 

VEHICLE fl Component or System Modification Ten . 

Vdiide B. 

Test Speed- Test Route. 

FUEL USE TABLE 

Gallons (Liten) Used 

with Modification 

Gallons (Liten) 

without Mot!:E: 

Vehide A 

Vehide fl 

* 

•Total Gallons (Liten) Used 

Gallons (Liten) Saved 

Pei cent Improvement Factor = ____________ 

GaL (Liten) Used with Component or System Modified X 100 = _ 

Avg Speed with Modification Avg Speed Without Modifica 

A fl A B 

"Total Miles (km) per Run 

Mph (km/h) with Modification . 

Mpg (km/L) Savings _____ _ 

Without Modification . 

Percent Savings 

•If meter it und record gallons (liters) based on meter readings. If fud v 

method u uaed, oonvo-t to gallons (liten) by dividing 72 (0J36) imo weight of f 

(Diad). Coovot to gallons (liten) by dividing 6.1 (0.73) into weight of fi 

(Gasoline). 

•ft »(Soe 7.10) 
EFFECTS'OF CHANGES IN DIESEL FUEL COMPOSITION 

U ) ON EMISSIONS FROM HEAVY DUTY DIESEL ENGINES 

317MH-1 

r 

Ico 
Co 

CONSIDERATION TO REDUCE EMISSION 

THROUGH DIESEL FUEL PROPERTY CHANGES 

• REDUCE SULFUR CONTENT FROM 0.26X TO 0.05X. 

• REDUCE AROMATIC CONTENT FROM 28.7X TO 17X. 

317MH-2 
IMPACT OF SULFUR CONTENT REDUCTION 

OO 

317MH-3 
SOX EMISSION REDUCTION FROM 

REDUCED DIESEL FUEL SULFUR CONTENT 

DIESEL FUEL SULFUR CONTENT. X WT. 

• SOX EMISSIONS, MILLION TONS/YR. 

- DIESEL FUEL.SOURCE 

- ALL SOURCES NATIONWIDE 

• NATIONWIDE EMISSION REDUCTION 

0.26 

0.37 

22.8 

Q_Q_ 

0.07 

22.5 

1.3X 

3178H-M 

J 
ENGINE CONVERSION OF S TO SOq VERSUS MODEL YEAR 

VEHICLE CUMMINS 

NTC 290 

CUMMINS 

NTCC-350 

CATERPILLAR 

3M06 B 

$ 

MODEL YEAR 

REPRESENTATION LATE 1970's EARLY 1980'S LATE 1980's 1990's EST. 

X CONVERSION 

IDVE 

Hi6H POWER 

2.3X 

3.IX 2.0 

l.OX 

1.8X 

0.75 

1.5 

3178H-5 
K 

SULFATE CONTRIBUTION TO 

HEAVY-DUTY ENGINE TAILPIPE 

PARTICULATE EMISSIONS 

FUEL SULFUR. X WT. 

• SULFUR CONVERSION, X 

• S04 IN TAILPIPE EMISSIONS, G/BHP-HR. 

- (CONTRIBUTION TO PARTICULATE WEIGHT) 

• CONTRIBUTION TO 1991 PARTICULATE 

STANDARD OF 0.25G/BHP-HR. 16X 3X 

0.26 

1.5X 

O.OM 

r

0.05 

1.5X 

0.008 

3178H-6 
fc 

50 

4 5 -

40-

£ 35 o 

CO 

Q. 

O 

o E 

C/> 

3 0 -

2 5 -

2 0 -

15 

SULFUR CONTENT EFFECT ON 

SMOKE EMISSIONS 

A "C" SMOKE 

O "A" SMOKE 

0.2 0.3 0.4 0.5 0.6 0.7 

Sulfur Content, Wt % 

—T" 

0.8 0.9 
DIESEL FUEL SULFUR REDUCTION 

IMPACT ON EMISSIONS 

S3 

• MINIMAL (1.3X) REDUCTION IN OVERALL NATIONWIDE SOX 

EMISSIONS. 

• REDUCE ENGINE TAILPIPE EMISSIONS ABOUT 0.03G/BHP-HR, 

• No IMPACT ON SMOKE OPACITY, 

3178H-7 

. 

Ico Jo 
IMPACT OF AROMATIC CONTENT REDUCTION 

0^ 

OO 

3178H-8 
-9 

OJ 

0.7-

0.6-

X 

Q. 

X 

CQ 

•#_ • 

S OA H 

0.3-

0.2 

AROMATIC CONTENT EFFECT 

ON PARTICULATES 

TEST 

Steady-State' 

Transient / \ 

15 

/ 

/ 

s 

WEIGHTED 

AVERAGE 

20 25 30 

___ _ 

35 40 45 50 
EFFECT OF REDUCING AROMATIC CONTENT ON 

PARTICULATE EMISSIONS 

O 

AROMATIC CONTENT, X VOL. 

• PARTICULATE EMISSIONS. 6/BHP-HR. 

- STEADY STATE 

- TRANSIENT 

- WEIGHTED ESTIMATE* 

• DECREASE IN PARTICULATE EMISSIONS. 

- G/BHP-HR. 

- X 

__Z __1 1_1_Q 

0.33 

0.M7 

0.38 

0.32 

0.38 

0.3M 

0.0M 

10 

0.31 

0.33 

0.32 

0.02 

16 

•(2/3 STEADY-STATE, 1/3 TRANSIENT.) 

3178H-9 

V 

lata " 
PARTICULATE EMISSIONS 

FUEL AROMATIC CONTENT. X VOL. 28.7 20.3 

• NATIONWIDE PARTICULATE EMISSIONS. 

MILLION TONS/YEAR 

- STATIONARY SOURCE 10.460 

- MOBILE SOURCES 1.300 

- TOTAL 11.760 

• ESTIMATED REDUCTION IN NATIONWIDE 

PARTICULATE EMISSIONS 0.8X 

______ 

10,460 10.460 

1.202* 1.144* 

11.662* 11.604* 

1.3X 

•ESTIMATED REDUCTIONS BASED ON AROMATICS EFFECT. 

3178H-10 

S3 
DIESEL FUEL AROMATIC CONTENT REDUCTION 

IMPACT ON PARTICULATE EMISSIONS 

t REDUCE ENGINE TAILPIPE EMISSIONS ABOUT 0.04 TO 0.06G/BHP-HR, 

• MINIMAL IMPACT FROM EXISTING ENGINES ON OVERALL NATIONWIDE 

^_ PARTICULATE EMISSION. 

• LARGER IMPACT FROM NEW (1991+) ENGINES BY REDUCING PARTICULATE 

EMISSION STANDARD FROM 0.60 TO 0.256/BHP-HR. RE6ARDLESS OF FUEL 

COMPOSITION CHANGES. 

3178H-11 
ADDITIONAL CONSIDERATIONS 

• ENGINE OVERFUELING DUE TO FUEL DENSITY MAY ACCOUNT FOR 

CHANGES IN PARTICULATE EMISSION THAT APPEARED TO CORRELATE 

WITH AROMATIC CONTENT. 

ta • FUTURE TECHNOLOGICAL CHANGES IN ENGINE DESIGN WILL LESSEN 

ENGINE SENSITIVITY TO CHANGES IN FUEL COMPOSITION. 

_178H-12 
4^ 

- C 

u.o 

0.7 -

X 0.6 -

Q. 

X 

CD 

S 

rf 0.5 - ulal 

o 

£ P-4-

£ 1 

0.3 -

U.a& " 

0.1 

1 

FUEL DENSITY EFFECT ON PARTICULATES 

TEST 

o Steady-State Q 

Q Transient 

y 

/ 

/ 

WEIGHTED 

_ S Q AVERAGE 

/ u ^^^~ 

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

0

*'^ 

S ^^^~^ cP _ - -o 

orT— — — sr 0 o° 

i 

* 

, 

-

31 0.82 0.83 0.84 0.85 0.86 0.87 0.88 
MINIMIZE FUEL PROPERTY EFFECTS 

FUTURE ENGINE TECHNOLOGICAL DEVELOPMENTS 

• ELECTRONIC CONTROL OF FUEL INJECTION TIMING AND DELIVERY TO IMPROVE 

COMBUSTION. ' 

• 

t IMPROVED EFFICIENCY THROUGH USE OF CERAMICS. 

^ • ADVANCED HI6H-PRESSURE FUEL INJECTORS TO IMPROVE FUEL-AIR MIXING. 

3178H-12 
SUMMARY 

• REDUCTIONS IN FUEL SULFUR CONTENT (0.26 WT. X TO 0.05 WT. X) 

AND AROMATIC CONTENT (28.7 VOL. X TO 20.3 VOL. X TO 

17.0 VOL. X)WILL HAVE MINIMAL IMPACT ON REDUCIN6 NATIONWIDE 

-4 

EMISSIONS OF SULFUR OXIDE AND PARTICULATES. 

**£: • REDUCTION IN SULFUR AND AROMATICS WILL REDUCE TAILPIPE 

PARTICULATE EMISSIONS 5-151 DEPENDING ON ENGINE AGE. 

• FUTURE ENGINE TECHNOLOGICAL DEVELOPMENTS WILL LESSEN ENGINE 

SENSITIVITY TO CHAN6ES IN FUEL COMPOSITION. 

3178H-14 
0509-VG-BK 

CRC DIESEL EMISSIONS STUDIES 

FUEL AND HARDWARE EFFECTS ON EXHAUST PARTICULATES 

-4-

CONTRACTOR: SOUTHWEST RESEARCH INSTITUTE 

00 
0509-VG-EK 

OBJECTIVES 

DETERMINE THE EFFECT OF FUEL PROPERTIES AND VEHICLE AND ENGINE 

TYPES ON DIESEL EXHAUST PARTICULATE EMISSIONS 

CAPE 32-80 : LIGHT DUTY VEHICLES 

«o VE-1 : HEAVY DUTY ENGINES 
0509-VG-BK 

CAPE 32-8 0 EXPERIMENTAL 

TEST VEHICLES - 1982 MODEL YEAR 

i 

INERTIA, WT. LB 

LOAD a 50 MPH, HP 

NUMBER OF CYLINDERS 

POWER, HP 

PRECHAMBER VOL., CM3 

MAIN CHAMBER VOL., CM3 

MB W D 

3500 

12.6 

14 

67 a 4000 

10.6 

28.5 

OLDS 5.7 

4250 

11.3 

V8 

105 a 3200 

14.9 

18.0 

PEUGEOT 505D 

3500 

11.8 

14 

73 a 4250 

12.7 

20.4 

YW RABBIT 

2375 

7.5 

14 

52 a 4800 

9.4 

8.6 

bi 
0509-VG-BK 

CAPE 32-80 EXPERIMENTAL 

TEST FUELS 

20 

AROMATICS, % 

-J 

50 

450 

T10%, ?F 

350 

T90%, °F 

J540 
0509-VG-BK 

NORMALIZED PARTICULATE 

MERCEDES FTP 

640 /^\ /T7N450 

PEUGEOT R P 

„ 

AROMATICS, X 

OLDSMOBILE FTP 

(i!oo)^ 1 

~ _ ) 

" 2 0.381 

G/MI 

0.81] 

VOLKSWAGEN FTP 
0509-VG-EK 

CAPE 32-80 RESULTS 

AROMATICS REDUCTION LOWERS PARTICULATES RELATIVELY LITTLE 

• AROMATICS REDUCTION FROM 322 VOLUME TO 22% VOLUME WITH CONSTANT VOLATILITY 

°\ 

VEHICLE 

MERCEDES BENZ 

OLDSMOBILE 

PEUGEOT 

VOLKSWAGEN 

AVERAGE 

CHANGE. 2 

-11 

- 7 

-12 

-13 

-11 
0509-VG-EK 

CAPE 32-80 RESULTS 

VOLATILITY INCREASES HAVE LITTLE IMPACT 

ON TOTAL PARTICULATE EMISSIONS 

PARTICULATE CHANGE - %* 

VEHICLE 

MERCEDES BENZ 

OLDSMOBILE 

PEUGEOT 

VOLKSWAGEN 

AVERAGE 

ATgo%, °F 

595 -^575 

+0.9 

-0.9 

-0.2 

+0.9 

+0.2 

ATioz* °F 

435- » 410 

+0.2 

-1.6 

-2.0 

-1.0 

-1.1 

TOR LOW AROMATIC FUELS (-222 VOL). 
0509-VG-EK 

CAPE 32-80 RESULTS 

Sl 

FUEL SULFUR REDUCTION PRODUCES ONLY SMALL REDUCTIONS 

LOW AROMATIC FUELS 

FUEL 8 

FUEL 5 

FUEL 4 

FUEL 1 

HIGH AROMATIC FUELS 

FUEL 6 

FUEL 2 

IN EXHAUST PARTICULATES 

FUEL SULFUR 

0.26 

0.24 

0.14 

0.09 

0.49 

0.24 

- 2 PARTICULATE CHANGE - 2* 

0 

-2.4 

-5.6 

-6.7 

0 

-3.0 (-16.0-^+15.0) 

• BASED ON AVERAGED PARTICULATES FROM FOUR VEHICLES. 

DIFFERENCES NOT STATISTICALLY SIGNIFICANT. 
0509-VG-EK 

^ i *t 

-

VE-1 EXPERIMENTAL 

TEST ENGINES - 1986 CALIFORNIA CALIBRATION 

MANIIFACTIIRFP MODEL 

CUMMINS NTC 400 

NAVISTAR ^ 6. 9 LD 175 HP 

CATERPILLAR

 3W6 B 

DETROIT DIESEL ALLISON DDA 8. 2 T 

. _._J 
0509-VG-EK 

VE-1 EXPERIMENTAL 

CONTROLLED PROPERTIES OF TEST FUELS 

0.3 

SULFUR, % 

0.05 

0 

0 

15 AROMATICS, % 40 

U l 

•>l 
0509-VG-EK 

VE-1 STATUS 

• CATERPILLAR 3406B BASELINE TESTS INDICATED 

- EXHAUST HYDROCARBON DISCREPANCIES BETWEEN LABORATORIES 

- NEED TO RECALIBRATE TIMING TO MEET 6 G/BHP-HR NOx 

REQUIREMENT 

•^ t CUMMINS NTC 400 SELECTED AS FIRST TEST ENGINE ARER RETEST BY 

EPA 
0509-VG-EK 

CRC DIESEL EMISSION STUDIES 

• CAPE 32-80 QUANTIFIED FUEL EFFECTS ON EXHAUST PARTICULATES FOR THE MOST POPULAR LIGHT 

DUTY DIESELS 

- AROMATICS REDUCTION HAS REAL BUT SMALL BENEFIT 

- FUEL VOLATILITY INCREASE HAS NO PRACTICALLY SIGNIFICANT BENEFIT 

- FUEL SULFUR REDUCTION CAN HAVE ONLY MINOR BENEFIT AT BEST 

• VE-1 PROGRAM WILL GENERATE MOST MEANINGFUL DATA TO QUANTIFY BENEFITS FOR HEAVY DUTY 

^ ENGINES DUE TO FUEL CHANGES 

- ENGINES REPRESENT POPULATION OF INTEREST FOR 1986 TO 1991 TIME PERIOD 

- TEST FUELS WILL SHOW CLEAR EFFECTS OF AROMATICS AND SULFUR REDUCTION AND VOLATILITY 

INCREASE 
0524-VG-EK 

. $ 

MERCEDES BENZ TYPE TRAP OXIDIZER APPEARS CAPABLE 

TO MEET HDD STANDARDS WITH CURRENT FUEL SULFUR 

FUEL PROPERTIES: 

GRAVITY, °API 

502 POINT, °F 

CETANE NUMBER 

SULFUR, MASS 2 

EMISSIONS: 

SO4 MG/MI 

S-*S0 4 CONVERSION, 2 

PARTICULATES,* G/MI 

PARTICULATES, G/GAL 

1994 HDD EQUIV. LIMIT,** G/GAL 

FUEL A 

34.8 

508 

48.0 

0.16 

FTP 

9 .2 

1.3 

0.07 

1.53 

1.78 

60 MPH 

3 .8 

0.6 

0.04 

1.01 

FUEL B 

32.0 

516 

42.5 

0.46 

FTP 

21.4 

1.1 

0.05 

1.15 

1.80 

60 MPH 

9.8 

0.5 

0.06 

1.44 

* 952 CONFIDENCE INTERVAL IS ±.011. 

** (EQUAL TO .1 G/BHP HR STD a .4 BSFC) 

b> 
RECOMMENDED CONSTRAINTS AND PROCESS 

FEATURES FOR REFINERY INDUSTRY MODELING TO 

ESTIMATE COST OF DIESEL FUEL MODIFICATIONS 

General 

The 1991 base case used as the starting point for comparison with "controlled" 

diesel fuel quality cases should not h^ve any discretionary investment. 

Likewise, the controlled cases shoulcfnave any discretionary investment. 

The cost of segregation of number 2 diesel fuel into additional products 

should be evaluated and included in the analysis. 

The entire supply of "controlled" diesel fuel should be produced in the United 

States. 

The working capital cost of producing home heating oil year-round for sale in 

a short winter season should be included in cases with "controlled" number 2 

diesel quality. 

The base case should not be allowed to segregate distillate number 2 oil 

products more than current practices. 

TJ 

b> 
RECOMMENDED CONSTRAINTS AND PROCESS 

FEATURES FOR REFINERY INDUSTRY MODELING TO 

ESTIMATE COST OF DIESEL FUEL MODIFICATIONS 

Processing 

^ 

• There should be no dearomatization in conventional hydrosulfurization 

(HDS) units. 

• At 0.05% sulfur level, all "controlled" diesel fuel should be hydrotreated 

(except for diesel produced in a hydrocracker). 

• HDS capacity utilized in industry modeling should not excede the stream-day 

(or operating-day) capacity times the following factors: 

- a 92% operating factor. 

- a 92% utilization factor. 

- a 95% severity factor if producing 0.05% sulfur product. 

• The 1991 base case should utilize at least as much HDS capacity for diesel fuel 

and kerosene/jet fuel treating as indicated in the recent NPC survey. 

• The 1991 base case should utilize at least as much hydrogen manufacturing 

capacity as indicated in the recent NPC survey. 

• At least 25% of the byproduct hydrogen from catalytic reforming should go to 

fuel gas. 

TJ 

lb) 
RECOMMENDED CONSTRAINTS AND PROCESS 

FEATURES FOR REFINERY INDUSTRY MODELING TO 

ESTIMATE COST OF DIESEL FUEL MODIFICATIONS 

Product Properties 

• The percent light cycle oil (LCO) in "other number 2 diesel" should not 

increase. 

• The cloud point of any segregated number 2 oil product should not decline 

from the cloud point of the current product supplied that market. 

• There should be no degregation of kerosene or jet fuel quality. 

• High sulfur fuel oil specific gravity should not excede 0.995. 
WHAT IS CONTROLLED DIESEL? 

Total No. 2 Distillate 

e^ 

u 

DOE "On-Highway" 

Diesel 

Other No. 2 Diesel 

• Farm • 

• Off-Highway • 

(Construction) • 

• Industrial • 

• Commercial 

• Railroad • 

• Vessel Bunker 

• Military 

• Oil Company 

No. 2 

Distillate 

Fuel Oil 

Residential 

Commercial 

Industrial 

Electric 

Utility 

All Other 

Based on Sales Account Classification 

O) 

J> 
ENERGY ANO RESOURCE CONSULTANTS, INC. 

SEPTEMBER 1985 

TOTAL PARAFFINS. vol% 

100 90 80 70 60 50 40 30 

tr 

ui 

a 

X 

LU 

z n 

UJ 

u 

> 

tr. 

ui 

CD 

O 

70 

60 

SO 

40 

30 

20 

• - 0 1 r 1 1 1 1 

0 PADD'S I-IV 

0 

0 ^-BASE 

°*°__rs0 

DiEsE jj^|^r D,STILLAT E v 

0 o^ 8*.-* - o 

° -*V* 0 0

 0 /-. 

Vv 

• 0 o° 

0 

1 10 . 1 1 0 1 ° 

0 10 20 3 0 40 50 60 70 

TOTAL AROMATICS. vot% 

FIGURE 2.2 

ccv"3?v: ire zs-Zire :ra» 

64 

2-8 
RECOMMENDED CONTINUED COMMUNICATION 

BETWEEN EPA AND API ON BASIS, CONSTRAINTS AND 

PROCESS FEATURES FOR REFINERY INDUSTRY 

MODELING TO ESTIMATE COST OF DIESEL FUEL 

MODIFICATIONS 

"I • Review actual numbers used in basis, constraints, and process features of 

industry models; specifically, product specificatons, processing capacities, 

etc. 

• Review detailed model output reports, including blending tables, processing 

employed, feed and product summaries, shadow values, etc. 

• Review concepts of technologies employed to product controlled quality 

diesel fuel. 
HYDRODESULFURIZATION (HDS) 

HOW MUCH AROMATICS SATURATION 

+ 3H* ^x y 

^ 

« -

Cl0H8 

Naphthalene 

BP, °F 424 

Sp. Gr. 1.178 

Ci0Ha 

Alkylbenzene 

BP, °F 362 

Sp. Gr. 0.8646 

Conversion of Multiring Aromatics to Single-Ring is Primary Reaction 

In Johnston's Article, Pilot Plant HDS of LCO Raises Aromatics from 80 to 82% 

Conclusion 

- No Aromatics Reduction with Conventional HDS 
P.68 

Mobil distillate dewaxing process* 

• ' • . ' ' 

Gravity. *API 

ASTM distillation (D 1160). •F. @ .. . 

10% recovered* '. * 

• • 50% ^covered"' '.;. :.; •:.;&,>'•• •'•'.:••, 

•• 90% recovered .* 

Pour point. *F; . • •• ••,«•,•«'.<."•'"*/.••.;-"• 

Cloud point, f .

 :.:••• v.-:,.; f; ••* •'£•&?&$' 

Sulfur, «t% ..'-'•••* L:.; • V _• 

Calculated cetana Humbert V,w..:.: 

yiaw M gn eu M ":« 

Butanes 

C5-330* F. gasoline 

330* F. + gas oil- - '••'.-: •;/-" 

•' Total '.. • •••.'. *"• ••• ••-.

 5:'-«•. -. ••• :\S' 

— ••• . ••.•,...•* . .. . .A •» -J 

Fuel-104 x 10s BTU @ $3.75/10* BTU . 

Steam—12.6 lb @ $4.CKV10i lb *• 

Power—3.0 kwh @ S0.056/kwh 

Total 

. .. 

::• ' i ••••,.» 

- .\ - ..'a. ' 

* :•' . : " . . 

s.:. •;•:.-

4 ; •>•//„ 

« _- •- .-. 

* •» 

1< . • 

•• 

• —' 

• . . . 

,V-:-.*>-J,X 

% • • ••"••. » 

• • »S v .. -' -

* " ' *. 

" .. • * * * 

• ftaaatt 

to* 

31.0 

•'. • *.. . 

•••543 -r- -

•'• 652 ^''-

*••-so .•:•"*.. 

Vr.-84 *•*."•• 

-:>.i.68.v. 

> '3.3 -:. 

i6.i e * 

82.1 

* • - •101.5 "V -

.* ;. • 

• •" ' 

. . 

... •« 

' ".Jj " • " 'a?"* ' 

*.'-.'."-:i

:

 ".-.• 

-rr^:--' 

" * • • ' • •* • ' * 

• * • " • * .

 : * 

' . " % • • * . • ' * 

5.2-RON cli 

* *" ••. *r 

*•' • ~ :'•'•* ' 

'•••.•••'•iV..:'-•;. 

'39.0 

5.0 

16-8 

•0.8 

ftMtfl 

.27.7 

• 545 '••:•'•• 

665. 

734 

16: / 

V 1.95. 

^•.ss.?,-: 

* • 

*••*.. * 

•'•'•r'-tk 

* . • 

Reference: 

Collins & Unzelman, Ethyl Corp., 

Oil &. Gas Journal, May 30, 1983; page 71ff 

tn 
I . . 

Evaluations, Mobil distillate dewaxing process 

MmwBnfnfPtH 

. • Refinery limited on diesel volume, cloud point and cetane number . 

• Gas oil feed and product as in Table 11 • 

• Finished diesel specif ication—42 CN 

• Cat cracker light cycle oil available at 20 CN 

-• Stream values: 

Gas oil feed ....;. :....: *32.00/bbl 

Oiesel fuel S37.0Q/bbl 

Gasoline (85-RON clear) $34.00/bbl 

Butane (fuel gas) $30.00/bbl 

Light cycle oi U ....... $35.5Q/bbl 

Cetane number surplus per barrel of feed 

...-barrels of product x (CN product*CN specification) 

' -0.821 x (53.7-42.0) • 

-9. 6 cetane number barrels (CNB) 

Cost of cetane number improvement' 

-60.8/9.6 - 6.3e/CNB 

Benefit analysis par barrel ef feed 

. Light cycle oil that can be added 

CN surplus 

"CN specification - CN light cycle oil 

-9.6/(42-20) - 0.437 barrel . 

* . • rBenef its 

• Extra diesel fuel (0.821 + 0.437) bbl « $46.55 

Low-octane gasoline 0.161 bbl- -5.47 

Butane to fuel 0.033 bbl- 0.99 

Subtotal ' _"•-•••••• ; 53.01 

Costa 

Gas oil feed 1.000 bbl- 32.00 

Light cycle oil added 0.437 bbl- 15:51 

Operating cost (Table 11) ,t • • 0.61 

'.'',"".''.". : Subtotal ;'.;.:< . w [' :••";•' ' 48.12 ' ;_.. *'• ' 

ri!-..;-.-.'-.-:V.v Net benefit per barrel of gas oil feed ' 4^89 

Reference: 

Collins & Unzelman, Ethyl Corp., 

Oil & Gas Journal, May 30, 1983; page 71ff 

6? 
P.70 

Cetane improvement by furfural extraction 

of aromatics* ^: * 

•aalat Cal cracker Ug* cycla oil 

Properties _* Feed Product 

Gravity.'API 

Boiling range. *F. 

Sulfur, wt % 

Paraffins, vol % 

Olefins, vol % 

Aromatics. vol % 

Cetane number 

Operating casts 

Fuel — 100 x IO3 BTU/bbl @ $3.75/10* BTU 

Steam — 24 Ib/bbl <a> $4.00/10* lb 

Power — 3.0 kwh/bbl @ $0.056/kwh 

Furfural* — 0.019 gal/bbl @ $6.50/gal. 

Total 

• 25.7 

320-685 

0.39 

46.0 

7.5 

46.5 

34.5 

—» 

— 

0.1 

66.5 

3.5 

30.0 

45.0 

*/bM feed 

37.5 

9.6 

—16.8 

12.4 

76.3 

*Based on 300 barrets inventory of furfural in a 2,000-b/d unit being replaced at the rata of 0.3% per 

day. 

Volume ef diesel product per barrel of feed 

Barrel of feed contains 0.46 bbl of paraffins, and all is assumed to remain in the diesel product where 

it represents 66.5% of the total volume. Diesel product - 0.46/0.665 - 0.692 bbl 

Cetane number surplus 

• Assume diesel specification is 42 CN 

• Removal of 1 bbl of light cycle oil from the diesel pool 

• Addition of 0.692 bbl of 45-CN diesel fuel to the pool 

• Total CN surplus -7. 5 + 2.1 » 9.6 CNB 

Cost of cetane number improvement 

Cost - 76.3/9.6 « 7.9«/CNB 

1 x (42-34.5) 

0.692 (45-42) 

7.5 CNB 

2.1 CNB 

Reference: 

Collins & Unzelman, Ethyl Corp., 

Oil &. Gas Journal, May 30, 1983; page 71ff 

ifi 
P.71 

Fig. 3 

Aromatic vs. clear CN* 

r

 v •• • • A 

80 

. 70 

I

6 0 

| 5 0 

| 40 

;.,;•; 30 

•\i20 

: . 10 

0 

' • * 

L" 

- Nv 

• N^ 

^ 

-

/ 

t i i i i i 

15 20 25 :30 ,3 5 .40 45 50 

• •: .'• Oear cetane number.•,•••;>':;• 

r^of -Ught cycto oils ^ * :':»*:'!

 ;n^/S";^"ri v

'--^oaJJ 

Reference: 

Collins & Unzelman, Ethyl Corp., 

Oil &. Gas Journal, May 31, 1982; page 87ff 

"70 
P.72 

TABLE 4 

Property 

Bar.. in. Hg 

ASTM DWtUlation, 

IBP 

5% Recov«r«d 

.10% 

15% 

20% 

30% 

40% 

50% 

j 60% 

1 70% 

j ! 807. 

85% 

90% 

95% 

Final 

Vlacoiity @ 100»F, 

cSt 

Gravity, »AP1 

Cetane No. 

Clear 

0.05 Vol % vn 

o. io vol % on 

o. is voi % on 

Cetane Index 

Prop* 

D22-82 

29.25 

420 

490 

502 

507 

512 

520 

527 

536 

546 

557 

572 

581 

589 

605 

618 

3 . 1 

21.4 

27.4 

28.9 

29.9 

30.4 

30.5 

rtl«» of Llfht Cycle 

D29-82 

29.57 

398 

481 

478 

478 

489 

492 

500 

508 

519 

531 

550 

563 

581 

613 

628 

2 . 6 

15.1 

17.1 

m 

-

-

20.5 

D4S-82 

29.25 

370 

430 

441 

450 

456 

466 

475 

485 

498 

513 

536 

553 

573 

594 

615 

2 . 4 

19.9 

19.3 

19.7 

20.3 

20.9 

22.6 

Oile 

D24.82 

29.28 

438 

476 

482 

486 

491 

499 

506 

512 

521 

532 

547 

557 

573 

604 

624 

2 . 6 

16.4 

18.1 

18.2 

18.6 

18.9 

22.3 

D25-82 

29.28 

465 

490 

490 

SOO 

508 

520 

529 

540 

553 

568 

586 

600 

618 

642 

652 

3 . 3 

18.9 

24.0 

25.8 

26.5 

26.9 

27.9 

D26-82 

29.30 

408 

482 

483 

483 

484 

486 

496 

510 

524-

543 

567 

580 

596 

620 

630 

2 . 9 

16.8 

18.8 

19.8 

20.6 

21.0 

22.4 

Reference: 

"Rising Diesel Demand — A Linear Programming Challange" 

Collins & Unzelman, Ethyl Corp., 

1983 NPRA Annual Meeting, March 20-22, 1983 

"71 
P.73 

Table 9 

Blending effects of paraffinic with aromatic 

stream 

Gravity. °API 

ASTM distillation. f. 

IBP 

50% recovered 

EP 

Hydrocarbon type, vol % 

Aromatics 

Olefins 

Saturates 

Cetane number 

Cetane number 

Calculated cetane no. (Linear) 

Blending loss, CN 

LCO blending cetane number 

tftttlfoel LCO 

39.1 

323 

485 

649 

20 

80 

49.8 

Pitalua 

70/30 

19.9 

370 

485 

615 

85 

1 

14 

20.4 

fctti/Artattit ICO 

50*0 

35.7 

41.0 

5.3 

2.8 

29.3 

35.1 

5.8 

8.8 

Table 10 

Blending effect of light cycle oils 

light 

cycle oil 

T 

U 

V 

w 

X 

Y 

AA 

Average 

Laboratory 

cetane number 

16.0 

34.5 

25.5 

45.0 

41.5 

37.2 

32.8 

33.2 

COfMOMflt Wffttflwg CttMt 

-MHnbef by itgiMaies 

13.4 

28.7 

22.5 

45.4 

38.6 

40.7 

32.7 

31.7 

•fleet 

-2.6 

-5.8 ! 

-3.0 

+0.4 

-2.9 

+ 3.5 

-0.1 

-1.5 

Reference: 

Unzelman, Ethyl Corp., 

Oil &. Gas Journal, Nov 14, 1983; page 178ff 

72-