Have mentioned before that the Colorado has low speed "knock", on initial acceleration when warmed up, so was reviewing the use of cetane improvers in the Common Rail diesels...(btw, with Morey's cetane additive that I used to use in the Nissan, the knock is gone).
But I came across the following article, rebutting another article about additisation of diesel fuels...
http://fleetowner.com/site-files/fleetow...le%209-1-12.pdf
Quote:
POINT SEVEN: As a diesel fuel additive supplier, Amalgamated, Inc agrees completely with the need for Deposit Control Additives (Detergents) in all diesel fuels. This is especially true when considering the new Common Rail Fuel Injector (CRFI) engines being manufactured today.
But, it is misleading to infer that these additives will ever be utilized and added by the petroleum refineries (especially at the required high IDID dosage rates for CRFI engines) or any intermediate terminal operators. Because the major pipeline operators controlling fuel distributions throughout the United States and North America are so concerned with carryover contamination to jet fuel deliveries, they do not allow diesel fuels with such chemistries to be put in their pipelines. And, there is no indication that says this position will change anytime soon.
Accordingly, the real truth is diesel fuel Deposit Control Additives (Detergents) will have to be added very close to the point of sale if not at the point of fuel consumption and most likely this task will need to be taken on by the ultimate diesel fuel user.
which made sense, and piqued my interest...and I found this
http://forum.oiltechtalk.com/attachments/honeywellulsdresearch.pdf
goes into details as to why addition at the refinery is a poor choice...
* additive gets consumed during transport, when the additive is in contact with the pipe walls (need more additive).
* pipelines are metallic, so the additives work on the pipeline material, just like they are supposed to in your engine.
and
Quote:
Option 1 – Addition at the Refinery
This seems the simplest and least costly solution to add the lubricity additives to the fuels. But there are several issues that make this choice very unpopular. If the additive is added at the refinery, it does its job in the pipeline and a portion of the additive gets used up before it reaches the terminal. This means either over-treatment at the refinery or re-treatment at the terminal to get the fuels lubricity back to spec. Even a bigger issue is Trail-back.
Lubricity improver Trail-back issue, contaminating jet and other products
Many of the lubricity additives are surface-active materials. They work by bonding to metal surfaces Pipelines present miles of metal surfaces. Fear is that the additive will be lost to the pipe walls Of course Loss of lubricity performance in the diesel but the big questions is where will the additive go and that it will contaminate jet. Most of the USA pipelines have set the policy not to allow lubricity improver in their pipeline.
Research on FAME (Fatty Acid Methyl Este...rmal stability.
But I came across the following article, rebutting another article about additisation of diesel fuels...
http://fleetowner.com/site-files/fleetow...le%209-1-12.pdf
Quote:
POINT SEVEN: As a diesel fuel additive supplier, Amalgamated, Inc agrees completely with the need for Deposit Control Additives (Detergents) in all diesel fuels. This is especially true when considering the new Common Rail Fuel Injector (CRFI) engines being manufactured today.
But, it is misleading to infer that these additives will ever be utilized and added by the petroleum refineries (especially at the required high IDID dosage rates for CRFI engines) or any intermediate terminal operators. Because the major pipeline operators controlling fuel distributions throughout the United States and North America are so concerned with carryover contamination to jet fuel deliveries, they do not allow diesel fuels with such chemistries to be put in their pipelines. And, there is no indication that says this position will change anytime soon.
Accordingly, the real truth is diesel fuel Deposit Control Additives (Detergents) will have to be added very close to the point of sale if not at the point of fuel consumption and most likely this task will need to be taken on by the ultimate diesel fuel user.
which made sense, and piqued my interest...and I found this
http://forum.oiltechtalk.com/attachments/honeywellulsdresearch.pdf
goes into details as to why addition at the refinery is a poor choice...
* additive gets consumed during transport, when the additive is in contact with the pipe walls (need more additive).
* pipelines are metallic, so the additives work on the pipeline material, just like they are supposed to in your engine.
and
Quote:
Option 1 – Addition at the Refinery
This seems the simplest and least costly solution to add the lubricity additives to the fuels. But there are several issues that make this choice very unpopular. If the additive is added at the refinery, it does its job in the pipeline and a portion of the additive gets used up before it reaches the terminal. This means either over-treatment at the refinery or re-treatment at the terminal to get the fuels lubricity back to spec. Even a bigger issue is Trail-back.
Lubricity improver Trail-back issue, contaminating jet and other products
Many of the lubricity additives are surface-active materials. They work by bonding to metal surfaces Pipelines present miles of metal surfaces. Fear is that the additive will be lost to the pipe walls Of course Loss of lubricity performance in the diesel but the big questions is where will the additive go and that it will contaminate jet. Most of the USA pipelines have set the policy not to allow lubricity improver in their pipeline.
Research on FAME (Fatty Acid Methyl Este...rmal stability.
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