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Of
removing sulphur in
Under
In addition fuels should be compatible with the various gaskets, seals found in the
systems. Good compatibility means expansion or marginal swelling so that at high or low
temperatures there is no leakage. If gaskets or seals are not compatible then they may
contract, become brittle over time and crack, resulting in leakage of fuel, gas and oils.
Clean air act has mandated Sulphur levels reduced to less than 15 ppm.
Euro IV fuels introduced in 2005 demand fuel has 50 ppm Sulphur and to
progressively move to a 10 ppm regime.
Euro IV introduced in 2009 mandates 10 ppm sulphur.
Most of Europe, US, Japan, Australia already Euro IV compliant.
Among Asian countries, Singapore, Korea, Taiwan, 10 metros in India also
compliant.
Lubricity:
Without use of lubricity additives, most fuel would not have lubricity required to
protect fuel injection systems. The ASTM specification (D6079) requires that the
wear scar from the lubricity test be 520 microns or less.
However many OEM’s recommend a wear scar of 460 microns or even lower, that
is the European specification.
Conductivity:
ULSD no longer have the ability to dissipate the charge without an additive. This
can lead to sudden arcing or sparking in the vapor phase, often with catastrophic
results.
Static dissipater additive are required for ULSD fuels and most LSD.
Fully synthetic esters have the least effect on static dissipater additives.
Some lubricity additives may disarm the static dissipater additive over time. This
may cause conductivity of fuel to drop and in danger of ignition from static
electricity.
Since 1975 triboapplications utilized solid boundary additive in the carrier oil acting as a
barrier of molecules between moving parts with the following:
1. ZDDP
2. Phosphorus
3. Sulphur
4. Over based Calcium Sulfonate
Separately (and more important!!! to protect the life, or extension of life of catalytic
convertors) the Automobile manufacturers have insisted that the new series of engine
oils i.e. the API CJ-4, GF4 and GF5 oils have
ZDDP reduced to 1%
Phosphorus reduced to 1%
At this level little protection is offered, with the existing range of additives. However
most of the Additive manufacturers have begun to offer newer series and recently
developed packages to meet the GF4 and the latest, GF5 grade of engine oils.
Conclusion:
Unlike before, it has now become necessary to dose “after treatment additives” to
engines.
Ideally, after treatment additives that perform the following functions are desirable
1. Cleans carburetors
2. Cleans fuel injectors
3. Cleans intake valves and ports
4. Cleans combustion chamber
Additionally it should