HSD (HIGH SPEED DIESEL)

NOMENCLATURE
This is 100% distillate marketed in India as (HSD) High Speed Diesel Oil.
END
US
HSD is normally used as a fuel for high speed diesel engines operating above 750 rpm i.e. buses, lorries,
generating sets, locomotives, pumping sets etc. Gas turbine requiring distillate fuels normally make use of
HSD as fuel.

Ignition Quality
Fluidity and Atomisation
Volatility

Cetane number/ Diesel Index

Viscosity, Pour Point.
Flash Point and Distillation

IGNITION QUALITY
When fuel is injected into the combustion chamber of a diesel engine, ignition does not occur immediately.
The interval between the commencement of fuel injection and the commencement of combustion is known
as the " ignition delay" and is a measure of the ignition quality of the fuel. This delay period depends on the
nature of the fuel, the engine design, and on the operating conditions. If the delay is too long, the engine
may be hard to start and when the accumulated fuel does ignite, the rate of pressure rise may be so great
that it causes roughness or diesel knock. The effects of diesel knock are similar to the effects of knocking in
gasoline engines, viz. loss of efficiency and power output and a possibility of mechanical damage to the
engine if the knocking is prolonged.
CETANE NUMBER
The most accurate method of assessing the ignition quality of a diesel fuel is by measuring its cetane
number in a test engine, the higher the cetane number the higher the ignition quality. The cetane number of
a fuel is defined as the percentage of cetane, arbitrarily given a cetane number of 100, in a blend with
alphamethyl - naphthaline (cetane number -0 ), which is equivalent in ignition quality to that of the test fuel.
VISCOSITY
Defined simply, viscosity means resistance to flow or movement. In metric system, centistoke is the unit for
its measurement. It is function of time taken in seconds for a given volume of oil to flow through a calibrated
viscometer under specified conditions. Viscosity depends on temperature and decreases as the
temperature increases, so no numerical value has any meaning unless the temperature is specified.
CARBON RESIDUE
Different fuels have different tendencies to crack and leave carbon deposits when heated under similar
conditions. This property is normally measured by the Conradson or the Ramsbottom coke tests. In these
tests, a sample of the fuel is heated without contact with air under specified conditions and the weight of
carbon residue remaining after the test is expressed as a percentage of the weight of the sample.

VOLATILITY
As a rule, the higher the viscosity of a liquid fuel, the lower its volatility. Therefore provided the viscosity lies
within specified limits, a satisfactory volatility is automatically ensured. However, the percentage recovered
at some particular temperature e.g. 366 deg C, is specified in the case of HSD mainly to control engine
fouling due to incomplete combustion of the higher boiling components.
TOTAL SULPHUR
This is significant because it governs the amount of sulphur oxides formed during combustion. Water from
combustion of fuel collects on the cylinder walls, whenever the engine operates at low jacket temperatures.
Under such conditions, sulphurous and sulphuric acids are formed, which attack the cylinder walls and
piston rings, promote corrosion, and thus cause increased engine wear and deposits.
Total sulphur is expressed as a percentage of the weight of the fuel sample.
CORROSIVE SULPHUR
It is important that diesel fuels shall be free of these sulphur compounds which in themselves attack metal
parts of the engine or the fuel system. This characteristic is tested by the Copper Strip Corrosion Test, a
severe discoloration or pitting of the polished strip indicating the presence of corrosive sulphur compound in
the fuel.
ACIDITY
This should be low in order that corrosion of metals in contact with the fuel during storage and distribution is
minimised.
INORGANIC OR MINERAL ACIDITY
Where diesel fuels are treated with mineral acid as part of the refining procedure, traces of mineral acid
remaining in the final product would obviously be undesirable. Hence, zero limit is usually specified for this
property.
ORGANIC ACIDITY
This is due to the naphthenic type which are constituents of crude petroleum. Their presence in small
amounts is not necessarily an indication of improper refining or poor quality. Although much weaker than
mineral acids, they may attack galvanised metal and this is why the use of galvanised containers for the
storage of diesel fuels is not recommended.
SEDIMENT AND WATER
These are absolutely undesirable contaminants and should be as low as possible. The higher the specific
gravity and viscosity of a fuel, the greater the quantities of water and sediment it can hold in suspension.
Large quantities of sediment can affect the combustion of the fuel, and if abrasive, may cause excessive
wear of closely fitting parts of fuel pumps and injectors. It may also clog filters and build up deposits in
tanks and piping

IS : 1460 - 1974

Sr.
No.

Table 1 REQUIREMENT FOR DIESEL FUELS

REQUIREMENT
CHARACTERISTICS

(1)
v)

(2)
Cetane number, Min

vi)

Pour point, Max

vii)

viii)
ix)

x)
xi)
xii)
xiii)

xiv)

Copper strip corrosion

for 3 hours 100C
Distillation percent
recovery at 366C
|| Flash point:
a) Abel,C, Min
b) Penskey-Martens
(closed), C, Min
Kinematics viscosity,
cS, at 38C
Sediment, percent by
mass, Max
Total Sulphur, percent
by mass, Max
Water content,
percent by volume,
Max
** Total sediments,
mg per100ml, Max

METHOD OF TEST

HSD

LDO

Appendix

(3)

(4)

(5)

(P:) of IS :
1448*
(6)

42

----

----

P:9

6 C

12C for winter &

18C for summer

----

P :10

Not worse than

No. 1

Not worse than

No. 2

----

P : 15

90

----

----

P : 18

38

----

----

P : 20

----

66

----

P : 21

2.0 to 7.5

2.5 to 15.5

----

P :25

0.05
1.0

0.10
1.8

-------

0.05

0.25

----

P : 30
P : 33
or P : 35
P : 40

1.0

----

----

* Methods of test for petroleum and its products.

LDO (LIGHT DIESEL OIL)

NOMENCLATURE
LDO is a blend of distillate fuel with a small proportion of residual fuel.
CETANE
NUMBER
The most accurate method of assessing the ignition quality of a diesel fuel is by measuring its cetane
number in a test engine, the higher the cetane number the higher the ignition quality.The cetane number of
a fuel is defined as the percentage of cetane, arbitrarily given a cetane number of 100, in a blend with
alphamethyl-naphthaline (cetane number -0), which is equivalent in ignition quality to that of the test fuel.
Typical cetane number of LDO is around 35 38.
VISCOSITY
Defined simply, viscosity means resistance to flow or movement. In metric system, centistoke is the unit for
its measurement. It is function of time taken in seconds for a given volume of oil to flow through a calibrated
viscometer under specified conditions. Viscosity depends on temperature and decreases as the
temperature increases, so no numerical value has any meaning unless the temperature is specified.
CARBON RESIDUE
Different fuels have different tendencies to crack and leave carbon deposits when heated under similar
conditions. This property is normally measured by the Conradson or the Ramsbottom coke tests. In these
tests, a sample of the fuel is heated without contact with air under specified conditions and the weight of
carbon residue remaining after the test is expressed as a percentage of the weight of the sample.
VOLATILITY
As a rule, the higher the viscosity of a liquid fuel, the lower its volatility. Therefore provided the viscosity lies
within specified limits, a satisfactory volatility is automatically ensured. However, the percentage recovered
at some particular temperature e.g. 366 deg C, is specified in the case of HSD mainly to control engine
fouling due to incomplete combustion of the higher boiling components.
TOTAL SULPHUR
This is significant because it governs the amount of sulphur oxides formed during combustion. Water from
combustion of fuel collects on the cylinder walls, whenever the engine operates at low jacket temperatures.
Under such conditions, sulphurous and sulphuric acids are formed, which attack the cylinder walls and
piston rings, promote corrosion, and thus cause increased engine wear and deposits.

Typical Sulphur content in LDO is 1.8% w/w.

ACIDITY
This should be low in order that corrosion of metals in contact with the fuel during storage and distribution is
minimized.
INORGANIC OR MINERAL ACIDITY
Where diesel fuels are treated with mineral acid as part of the refining procedure, traces of mineral acid
remaining in the final product would obviously be undesirable. Hence, zero limit is usually specified for this
property.
ORGANIC ACIDITY
This is due to the naphthenic type which are constituents of crude petroleum. Their presence in small
amounts is not necessarily an indication of improper refining or poor quality. Although much weaker than
mineral acids, they may attack galvanised metal and this is why the use of galvanised containers for the
storage of diesel fuels is not recommended.
ASH CONTENT
Ash is a measure of the incombustible material present in a fuel and is expressed as a percentage of the
weight of the fuel sample. In the case of distillate fuels, it usually consists of rust, tank scale or sand, which
settles out readily. Blends of distillate and residual fuel, e.g. LDO may additionally contain metal oxide
derived from oil soluble and insoluble metallic compounds. Ash is significant because it can give rise to
deposit problems such as abrasion, malfunctioning of injectors and high temperature corrosion, particularly
with residual fuels. Typical Ash content is 0.02% w/w.
SEDIMENT AND WATER
These are absolutely undesirable contaminants and should be as low as possible. The higher the specific
gravity and viscosity of a fuel, the greater the quantities of water and sediment it can hold in suspension.
Large quantities of sediment can affect the combustion of the fuel, and if abrasive, may cause excessive
wear of closely fitting parts of fuel pumps and injectors. It may also clog filters and build up deposits in
tanks and piping. Typical Water content in LDO should not exceed 0.25% w/w and sediment content should
not exceed 0.1% w/w.
CALORIFIC VALUE
Calorific value of a fuel is the quantity of heat generated in kilocalories by complete burning of one-kilogram
weight of fuel. Gross calorific value is higher than net calorific value to the extent of heat required to change
water formed by combustion into water vapours
Typical Gross Calorific Value of LDO varies between 10200-10800 Kcal/Kg.
TYPICAL COMPOSITION
LDO has higher C/H ratio than Furnace Oil.

85.5

H2

11.5

H2O

0.25

ASH

0.02

IS : 1460 - 1974

Table 1 REQUIREMENT FOR DIESEL FUELS

Sr. No. CHARACTERISTICS

REQUIREMENT

METHOD OF TEST

(1)

(2)

(3)

(4)

(5)

(P:) of IS :
1448*
(6)

v)

Cetane number, Min

42

----

----

P:9

vi)

Pour point, Max

6 C

12C for winter &

---18C for summer

P :10

vii)

Copper strip corrosion Not worse

for 3 hours 100C
No. 1

viii)

Distillation
percent
90

recovery at 366 C

ix)

||
Flash
point: 38

a)
Abel, C,
Min
b)
Penskey-Martens
(closed), C, Min
----

x)

Kinematics
cS, at 38C

viscosity,

HSD

LDO

Appendix

2.0 to 7.5

than Not worse

No. 2

than

----

P : 15

----

----

P : 18

----

----

P : 20

66

----

P : 21

2.5 to 15.5

----

P :25

xi)
xii)
xiii)
xiv)

Sediment,
mass, Max

percent

by

0.05

Total Sulphur, percent

1.0
by mass, Max
Water
content,
percent
by
volume, 0.05
Max
**
Total
sediments,
1.0
mg per100ml, Max

0.10

----

P : 30

1.8

----

P
:
or P : 35

0.25

----

P : 40

----

----

* Methods of test for petroleum and its products.

FO (FURNACE OIL)
NOMENCLATURE
Bunker fuel, furnace oil , Fuel oil are other names for the same product. Though Fuel oil is a general term
applied to any oil used for generation of power or heat, Fuel oil can included distillates and blends of
distillates and residue such as Light Diesel Oil.
VISCOSITY
Viscosity is the most important characteristic in the furnace oil specification. It influences the degree of preheat required for handling, storage and satisfactory atomization. If the oil is too viscous it may become
difficult to pump, burner may be hard to light and operation may be erratic. Poor atomization may result in
the carbon deposits on the burner tips or on the walls. The upper viscosity limit for furnace oil is such that it

33

can be handled without heating in the storage tank is excepting under server cold conditions. Pre-heating is
necessary for proper atomization following is the table giving pre-heating temperatures for fuel oils.
Viscosity at 50
deg C, cS

Firing temperature in deg C

Mechanical
Atomisation

Steam Atomisation

Min

Max

Min

Max

30

54

83

33

54

35

58

88

39

58

40

62

93

42

62

45

64

96

45

64

60

72

102

51

72

80

77

108

56

77

100

82

112

59

82

120

84

115

63

84

160

89

120

68

89

200

93

123

71

93

240

96

126

73

96

300

99

129

77

99

FLASH POINT
As per the Controller of Explosives classification, Furnace oil falls in the class "C" category with minimum
flash point standard of 66 deg. C. This test serves to indicate the temperature below which oil can be used
without danger of fire. Closed tester such as Penskey Martens (ASTM D-93) is more accurate than the
open cup method. The lower the flash point higher is the percentage of low boiling Hydrocarbons.
POUR POINT
The pour point (ASTM D-97) is useful in estimating the relative amount of wax in oil. However, all oils will
solidify if cooled to a low enough temperature and hence these tests do not indicate the actual amount of
wax in oil but it is a very rough indication of the lowest temperature at which Furnace Oil is readily

pumpable. In the specification the pour point of Furnace oil is not stipulated. However, for Furnace oil
manufactured indigenously and for imported parcels, the pour point is such that current supplies normally
can be handled without heating the fuel oil handling installation. Pour Point of Furnace Oil should be in the
range of 2025 deg C.
WATER
Water may be present in free or emulsified form and can on combustion cause damage to the inside
furnace surfaces especially if it contains dissolved salts. It can also cause sputtering of the flame at the
burner tip. Water content of furnace oil when supplied is normally very low as the product at refinery site is
handled hot and maximum limit of 1% is specified in the standard.
SEDIMENT
Furnace oil being a blend of residues contains some quantity of sediments. These have adverse effect on
the burners and cause blockage of filters etc. However, the typical values are normally much lower than the
stipulated value of maximum 0.25 percent, by mass.
ASH
Ash is incombustible component of the furnace oil and is expressed as a percentage mass of the furnace
oil sample. Ash consists of extraneous solids, residues of organometallic compounds in solution and salts
dissolved in water present in the fuel. These salts may be compounds of sodium, vanadium, calcium
magnesium, silicon, iron etc. Ash content in Furnace Oil should not exceed by 0.1% w/w.
Ash has erosive effect on the burner tips, causes damage to the refractories at high temperatures and
gives rise to high temperature corrosion and fouling of equipments.
SULPHUR
Sulphur determination includes burning of known quantity of oil, treating the sulphur oxidation products
formed during combustion and weighing of sulphur in the form of sulphate.
The sulphur di oxide may come in direct contact with the product during the combustion process and may
create adverse quality effects in the product.
CALORIFIC VALUE
Calorific value of a fuel is the quantity of heat generated in kilocalories by complete burning of one-kilogram
weight of fuel. Gross calorific value is higher than net calorific value to the extent of heat required to change
water formed by combustion into water vapours
Typical Gross Calorific Value of Furnace Oil varies between 9800-10200 Kcal/Kg.
TYPICAL COMPOSITION
Furnace Oil has low C/H ratio than lighter fuels.
C

84

H2

11

3.5

H2O

1.0

ASH

0.5

Sr. No.

CHARACTERISTICS

Acidity, inorganic

2
3
4
5
6

7
8
9
10

Test
methods

Grade LV

Grade
MV1
NIL

Grade
MV2
NIL

NIL
P-2
Ash, % wt. max.
P-4
0.1
0.1
0.1
Gross, calorific value, P-6 or 7
Not limited but to be reported
cal/g
Relative Density at 15 P-32
Not limited but to be reported
0
C
Flash point, (PMCC) P-21
66
66
66
0
C, Min.
Kinematics viscosity P-25
80
125
180
in centistokes at 50
0
C
Sediment, % wt. max.
P-30
0.25
0.25
0.25
Sulphur, total, % by P-33 or P- 3.5
4.0
4.0
wt., max.
35
Water Content, % by P-40
1.0
1.0
1.0
vol., max.
Specific Gravity
0.89-0.95
0.89-0.95
0.89-0.95

Grade
HV
NIL
0.1

66
378

0.25
4.5
1.0
0.89-0.95