Interesting article about Diesel Fuel...

maverick83 · 03-18-2016, 03:43 AM

The Advantages of Using Low Sulphur (50 ppm) Diesel Fuel.
Sulphur
Sulphur occurs naturally in crude oil and the Sulphur content can range anywhere between 100 and 33,000 parts per million (ppm) If the Sulphur is not removed during the refining process it will contaminate the Diesel fuel. Depending on the crude oil used, as well as the refinery configuration, sulphur levels in Diesel fuel it can be as low as 10 ppm or higher than 10,000 ppm.
In South Africa, since Jan 2006, 2 grades of Diesel fuel have been available:
Grade Sulphur Content Pump Label

Standard Grade Diesel - 500 ppm Sulphur (max) Standard Diesel 500 ppm
Low Sulphur grade Diesel - 50 ppm Sulphur (max) Low-Sulphur Diesel 50 ppm

The major concerns with regard to the presence of Sulphur in fuels are:
a) Health effect:
Sulphur is the most important fuel parameter affecting exhaust emissions and it contributes significantly to fine particulate matter (PM) emissions, through the formation of sulphates both in the exhaust stream and later in the atmosphere. Low-Sulphur fuels burn cleaner and reduce engine particulate emissions.
Low-Sulphur Diesel is thus required primarily to reduce engine particulate emissions. Reductions in Diesel fuel Sulphur will provide particulate emission reductions in all engines, regardless of the emission hardware installed.
The latest generation of common rail engines emit 60% less particulate matter than their immediate pre-chamber predecessors, and when combined with a DPF system, reduce the number of particulates in the exhaust gases to the level of ambient air, and completely eliminates black smoke.
The Sulphur contained in Diesel fuel is likely to be transformed into gaseous Sulphur compounds in the oxidation catalyst contained in the DPF system, and may be transformed through secondary sulphate particulates in the atmosphere. Therefore the use of Sulphur-free fuels in vehicles with DPF systems is highly recommended to avoid this phenomenon.
b) Technology limitation:
Another reason for introducing lower Sulphur fuels is to allow for the introduction of emissions control devises that can significantly reduce vehicle emissions. These technologies are already in place and are continuous being improved to further control vehicle emissions. However, these technologies generally require specific fuel qualities, often including low Sulphur levels.
The presence of Sulphur in fuels restricts the possibilities to use or introduce emissions control technologies. Furthermore the efficiency of some exhaust after-treatment systems is reduced as fuel Sulphur content increases, while others are rendered permanently ineffective through Sulphur poisoning.
Oxidation catalysts are widely used on Diesel passenger cars and light commercial vehicles in South Africa since 2006 to help meet emission requirements. They are effective in reducing unburnt hydrocarbons and carbon monoxide from the exhaust, but they are not able to burn soot particles in the exhaust.
The Diesel Particulate Filter (DPF) allows vehicles to achieve extremely low values of particulate emissions through the filtration of solid particles from the exhaust gas. They can be very efficient, removing more than 90% of the PM from the exhaust, and have been successfully used both for HD diesel vehicles and for diesel passenger cars.
The latest generation of common rail Diesel engines have electronic injection strategies for increasing exhaust gas temperatures, so combusting the trapped particulate and thus making it possible to regenerate the DPF while in service in the vehicle.
The following is a typical sectional view of a Diesel Particulate Filter (DPF).

c) Vehicle effect:
The presence of Sulphur in Diesel fuel can lead to the corrosion and wear of engine components and this can have a significant effect on engine life. As the Sulphur level decreases, the relative engine life increases.
During combustion, the formation of Sulphur oxides and water vapour combine resulting in Sulphur acids (sulphuric and sulphurous acids). During combustion, nitrogen from the air is also oxidised, forming nitrogen oxides (NOx) which in turn become nitric and nitrous acids. These acids are extremely corrosive to engine components, so good quality engine oil fortified with appropriate levels of neutralising agents are necessary to protect the engine components from damage.
Exhaust Gas Recirculation (EGR), is now widely used in Light Duty and Passenger vehicles and to a lesser extent also in heavy duty engines. EGR effectively returns a portion of the exhaust gas back to the engine under part-load operating conditions.
Since NOx formation is extremely sensitive to temperature, by replacing some of the intake air with inert exhaust gas, the flame temperature can be reduced by a small amount and the NOx emissions can be reduced without seriously affecting the combustion efficiency.
The exhaust gas is usually cooled before returning it to the engine via the intake manifold and the small amount of sulfuric acid in the exhaust may condense, and this presents a risk of internal engine corrosion.
The lower the Sulphur level in the Diesel fuel, the lower the risk of internal engine corrosion.
The vehicle benefits of using Low Sulphur diesel fuel can be summarised as follows:
Vehicle Component
Effect of Lower Sulphur Diesel Fuel
Benefits
Piston Rings

Reduced corrosion wear
Longer engine life,less frequent rebuilds
Cylinder Liners

Reduced corrosion wear
Longer engine life,less frequent rebuilds
Oil Quality
Reduces deposits. Less need for alkaline additives
Reduced wear on piston ring & cylinder liner,less frequent oil changes
Exhaust System
Reduced corrosion wear
Longer exhaust system life, less frequent replacements
Exhaust Gas Recirculation
Reduced corrosion wear
Longer technology life,less frequent replacements

The challenge with DPF’s is to be able to maintain performance over a long distance. Without some mechanism to remove the soot captured in the trap it would rapidly become blocked by the accumulated material. The effect for the engine could be dramatic, since the increased backpressure would eventually prevent the engine from running.
All effective DPF’s installations include a means of removing accumulated soot from the trap by burning it. This process may be periodic or continuous, but requires high temperatures to combust the soot. New DPF designs sense pressure build-up and adjust the fuel flow or retard the injection timing via the engine management system to increase exhaust temperatures.
The rate at which the particulates (soot particles) accumulate in the trap is proportional to the amount of Sulphur in the Diesel fuel being used. If Standard grade (500 ppm) Diesel fuel is used, regeneration is expected to occur 10-times more frequently than when Low Sulphur (50 ppm) Diesel fuel is used.
Additional Diesel fuel is used to achieve each DPF regeneration cycle, so the use of Low Sulphur Diesel fuel will significantly reduce the rate of soot accumulation which will reduce the frequency of DPF regeneration and thus enhance the fuel economy of the vehicle.
The typical DPF soot accumulation and regeneration cycle is depicted below.

Additional benefits of using 50 ppm Diesel:
The 50 ppm grade of Diesel fuel in South Africa is clearly positioned as a premium product and the fuel companies have confirmed the inclusion of a superior additive package which bestows upon it the following additional benefits:
1. Increased Detergent Additive:

Prevents the build-up of deposits on injector nozzles and even removes existing deposits.
Cleans-up the injection system allowing better combustion and increases injector life considerably
Reduces downtime maintaining the fuel system components
Lowers fuel consumption
Extends life of the engine as piston and general engine sludge and wear are reduced.

The fuel injector is a component of very high-precision designed to meter fuel to a high degree of accuracy. The correct behaviour of the engine depends on the injector doing its job properly, otherwise there will be repercussions in terms of noise, smoke and emissions.
Blocked or partially blocked spray holes alter the spray pattern resulting in grossly fuel rich sections of the combustion chamber and incomplete combustion. Varnish type deposits block the holes. These would remain clean with use of a suitable detergent in the fuel.
When the injector needle no longer seats correctly in the nozzle tip, fuel leaks past at moderate pressures. While water corrodes the needle or seat, a most common long-term cause of dribbling is hard varnish type deposits on the seat. These deposits result from fuel oxidation or thermal degradation where the fuel is unable to wash away. A suitable detergent added to fuel will lift and minimise these deposits.

Typical deposits levels on a Fuel Injector plunger susceptible to deposit formation.
Effect of Injector Fouling - The tip of the injector is exposed to a very harsh environment as it is in direct contact with the combustion process. The solid matter products of combustion are deposited on the tip, and can alter significantly the operation of the injector. For pre-chamber engines, the combustion products partially block the progressive delivery of the fuel at part load, and the combustion can become violent and disorganised. Likewise in direct injection engines, a partial or complete blockage of one of the fine spray holes will perturb the atomisation of the fuel jet, and the engine no longer functions as designed.

Where pre-chamber engines are concerned, coking is inevitable due to the type of injector used, and the choice of injector takes this into account. However, the coking level depends on the quality of the fuel, and excessive coking cannot be tolerated. The injectors of direct injection engines are initially more resistant to coking, but poor fuel quality can eventually block a spray hole.
Influence of Detergent Additives - The solution to this difficulty is to be found in the use of detergent additives in the fuel. High doses of these additives can partially clean an already heavily coked injector, while smaller doses can maintain injectors at an acceptably clean state which ensures correct operation. Many fuel distributors include these additives in commercial diesel fuels as quality features to obtain a ‘keep clean’ effect.
Cleanliness of the injectors has become an even higher priority at present as high-pressure injection systems are increasingly used on both heavy-duty and light-duty direct injection engines. The conformity of modern engines with their specified performance in terms of power, fuel consumption and emissions over time will depend largely on the cleanliness of their injectors.

2. Superior Oxidation inhibitors:

Oxidation inhibitors reduce fuel degradation and propensity to form deposits. Unless suitable additives are included in low-sulphur diesel, it increases the wear of fuel system components and adversely affects filter life due to clogging with deposit-forming sludge.
As sulphur levels are reduced, fuel stability requires special attention. Inadequate thermal stability can result in fuel filter plugging. As fuel injection system pressures and temperatures increase, it may be more appropriate to measure the thermal oxidative stability of diesel fuel rather than only long-term storage stability.
3. Lubricity enhancers and Anti-Wear additives:
Diesel engines rely on the fuel to lubricate the Injectors and the Injector Pump. The rotary distributor injection pump is the one most dependent on lubricity because the fuel provides 100% lubrication to the internal parts of the injection pump.
The process of reducing the Sulphur level in Diesel fuel, especially to levels lower than 500 ppm, reduces the natural lubricity of the fuel. This reduction can cause increased wear in fuel pumps and other engine components.
The purpose of the Lubricity and Anti-Wear additives is thus to:

protect fuel pumps and injectors
improve injector life
extend fuel system service life

4. Cetane number improvers
The Cetane number is a measure of the compression ignition behaviour of Diesel fuel. It influences cold startability, exhaust emissions and combustion noise.

Increasing the Cetane number decreases the engine crank time (the time before the engine reaches ‘starter off’) at a given engine speed. Under cold start conditions, higher Cetane number fuels ignite more readily and at start up have lesser white smoke (caused by unburned fuel).
For light duty vehicles, significant reductions in HC and CO can be achieved by increasing the Cetane number.
To the driver, the most noticeable effect of higher Cetane fuels is the reduction in the familiar diesel engine knock combustion noise.
An increase in natural Cetane has been shown to reduce fuel consumption.

5. Anti-Foam additive
Diesel fuel has a tendency to generate foam during tank filling which slows the process and risks an overflow. Anti-foamants are added to the Diesel fuel as a component of a multifunctional additive package to help speed up or to allow more complete filling of vehicle fuel tanks. Their use also minimises the likelihood of fuel splashing on the ground which in turn reduces the risk of spills polluting the ground, the atmosphere and the consumer.
The advantages can thus be summarized as:

Quicker, safer and cleaner refuelling since…
Less foam is generated and it collapses within a third of the time.

6. Anti-Corrosion additive
It is not uncommon for small amounts of water to be present in the Diesel fuel. The purpose of the anti-corrosion additive is to provide increased protection against corrosion in fuel tanks and pipe lines as well as the injectors and the injector pump.
The Cost Impact of Low Sulphur Diesel:
The wholesale price of Diesel fuel is Government controlled, while the retail price is determined by the retailer. At the wholesale level, the price difference between the Standard Diesel grade (500 ppm) and the Low Sulphur Diesel grade (50 ppm) is presently only 7.4 cents per litre. This is a price premium of only 0,9%, a small price to pay for the numerous benefits as listed above.
Summary:

The use of Low Sulphur Diesel will reduce particulate emissions and reduce engine oil contamination in all Diesel engines.
Engines with Exhaust Gas Recirculation would certainly benefit even more from the use of Low Sulphur Diesel fuel.
More importantly though, any motorist with a modern Diesel vehicle with a Common Rail Diesel engine or one fitted with a Diesel Particulate Filter is strongly advised to use only Low Sulphur Diesel fuel.
Low Sulphur Diesel is currently available at over 600 retail sites across South Africa. Motorists can consult the Naamsa website (http://www.naamsa.co.za) for the location of such sites.
The distribution of Low Sulphur Diesel is based on demand. If motorists are unable to find Low Sulphur Diesel fuel in their particular area, then they are strongly encouraged to make their requirement known to the retailer concerned so that the demand can be determined and the distribution can be adjusted accordingly.

SDH · 03-18-2016, 04:12 AM

Article? this is more like a book, 2363 words

maverick83 · 03-18-2016, 04:26 AM

Quote:

Originally Posted by SDH

Article? this is more like a book, 2363 words

Lol

Bols · 03-18-2016, 04:46 AM

Yep a pretty good move by SA.. Diesel in the EU has been low in sulphur since about 10 years! Even lower I think the norm is below 10ppm now and down to 3-5 ppm. I think the US followed pretty closely behind.

maverick83 · 03-18-2016, 05:49 AM

Quote:

Originally Posted by Bols

Yep a pretty good move by SA.. Diesel in the EU has been low in sulphur since about 10 years! Even lower I think the norm is below 10ppm now and down to 3-5 ppm. I think the US followed pretty closely behind.

We do get 10ppm now from Sasol who produces diesel from coal not oil - and I've been using this exclusively - albeit at a premium

03-18-2016, 03:43 AM	#1
maverick83 Second Lieutenant 84 Rep 294 Posts Drives: F20 M135i Join Date: Jan 2013 Location: Surrey iTrader: (0)	Interesting article about Diesel Fuel... The Advantages of Using Low Sulphur (50 ppm) Diesel Fuel. Sulphur Sulphur occurs naturally in crude oil and the Sulphur content can range anywhere between 100 and 33,000 parts per million (ppm) If the Sulphur is not removed during the refining process it will contaminate the Diesel fuel. Depending on the crude oil used, as well as the refinery configuration, sulphur levels in Diesel fuel it can be as low as 10 ppm or higher than 10,000 ppm. In South Africa, since Jan 2006, 2 grades of Diesel fuel have been available: Grade Sulphur Content Pump Label Standard Grade Diesel - 500 ppm Sulphur (max) Standard Diesel 500 ppm Low Sulphur grade Diesel - 50 ppm Sulphur (max) Low-Sulphur Diesel 50 ppm The major concerns with regard to the presence of Sulphur in fuels are: a) Health effect: Sulphur is the most important fuel parameter affecting exhaust emissions and it contributes significantly to fine particulate matter (PM) emissions, through the formation of sulphates both in the exhaust stream and later in the atmosphere. Low-Sulphur fuels burn cleaner and reduce engine particulate emissions. Low-Sulphur Diesel is thus required primarily to reduce engine particulate emissions. Reductions in Diesel fuel Sulphur will provide particulate emission reductions in all engines, regardless of the emission hardware installed. The latest generation of common rail engines emit 60% less particulate matter than their immediate pre-chamber predecessors, and when combined with a DPF system, reduce the number of particulates in the exhaust gases to the level of ambient air, and completely eliminates black smoke. The Sulphur contained in Diesel fuel is likely to be transformed into gaseous Sulphur compounds in the oxidation catalyst contained in the DPF system, and may be transformed through secondary sulphate particulates in the atmosphere. Therefore the use of Sulphur-free fuels in vehicles with DPF systems is highly recommended to avoid this phenomenon. b) Technology limitation: Another reason for introducing lower Sulphur fuels is to allow for the introduction of emissions control devises that can significantly reduce vehicle emissions. These technologies are already in place and are continuous being improved to further control vehicle emissions. However, these technologies generally require specific fuel qualities, often including low Sulphur levels. The presence of Sulphur in fuels restricts the possibilities to use or introduce emissions control technologies. Furthermore the efficiency of some exhaust after-treatment systems is reduced as fuel Sulphur content increases, while others are rendered permanently ineffective through Sulphur poisoning. Oxidation catalysts are widely used on Diesel passenger cars and light commercial vehicles in South Africa since 2006 to help meet emission requirements. They are effective in reducing unburnt hydrocarbons and carbon monoxide from the exhaust, but they are not able to burn soot particles in the exhaust. The Diesel Particulate Filter (DPF) allows vehicles to achieve extremely low values of particulate emissions through the filtration of solid particles from the exhaust gas. They can be very efficient, removing more than 90% of the PM from the exhaust, and have been successfully used both for HD diesel vehicles and for diesel passenger cars. The latest generation of common rail Diesel engines have electronic injection strategies for increasing exhaust gas temperatures, so combusting the trapped particulate and thus making it possible to regenerate the DPF while in service in the vehicle. The following is a typical sectional view of a Diesel Particulate Filter (DPF). c) Vehicle effect: The presence of Sulphur in Diesel fuel can lead to the corrosion and wear of engine components and this can have a significant effect on engine life. As the Sulphur level decreases, the relative engine life increases. During combustion, the formation of Sulphur oxides and water vapour combine resulting in Sulphur acids (sulphuric and sulphurous acids). During combustion, nitrogen from the air is also oxidised, forming nitrogen oxides (NOx) which in turn become nitric and nitrous acids. These acids are extremely corrosive to engine components, so good quality engine oil fortified with appropriate levels of neutralising agents are necessary to protect the engine components from damage. Exhaust Gas Recirculation (EGR), is now widely used in Light Duty and Passenger vehicles and to a lesser extent also in heavy duty engines. EGR effectively returns a portion of the exhaust gas back to the engine under part-load operating conditions. Since NOx formation is extremely sensitive to temperature, by replacing some of the intake air with inert exhaust gas, the flame temperature can be reduced by a small amount and the NOx emissions can be reduced without seriously affecting the combustion efficiency. The exhaust gas is usually cooled before returning it to the engine via the intake manifold and the small amount of sulfuric acid in the exhaust may condense, and this presents a risk of internal engine corrosion. The lower the Sulphur level in the Diesel fuel, the lower the risk of internal engine corrosion. The vehicle benefits of using Low Sulphur diesel fuel can be summarised as follows: Vehicle Component Effect of Lower Sulphur Diesel Fuel Benefits Piston Rings Reduced corrosion wear Longer engine life,less frequent rebuilds Cylinder Liners Reduced corrosion wear Longer engine life,less frequent rebuilds Oil Quality Reduces deposits. Less need for alkaline additives Reduced wear on piston ring & cylinder liner,less frequent oil changes Exhaust System Reduced corrosion wear Longer exhaust system life, less frequent replacements Exhaust Gas Recirculation Reduced corrosion wear Longer technology life,less frequent replacements The challenge with DPF’s is to be able to maintain performance over a long distance. Without some mechanism to remove the soot captured in the trap it would rapidly become blocked by the accumulated material. The effect for the engine could be dramatic, since the increased backpressure would eventually prevent the engine from running. All effective DPF’s installations include a means of removing accumulated soot from the trap by burning it. This process may be periodic or continuous, but requires high temperatures to combust the soot. New DPF designs sense pressure build-up and adjust the fuel flow or retard the injection timing via the engine management system to increase exhaust temperatures. The rate at which the particulates (soot particles) accumulate in the trap is proportional to the amount of Sulphur in the Diesel fuel being used. If Standard grade (500 ppm) Diesel fuel is used, regeneration is expected to occur 10-times more frequently than when Low Sulphur (50 ppm) Diesel fuel is used. Additional Diesel fuel is used to achieve each DPF regeneration cycle, so the use of Low Sulphur Diesel fuel will significantly reduce the rate of soot accumulation which will reduce the frequency of DPF regeneration and thus enhance the fuel economy of the vehicle. The typical DPF soot accumulation and regeneration cycle is depicted below. Additional benefits of using 50 ppm Diesel: The 50 ppm grade of Diesel fuel in South Africa is clearly positioned as a premium product and the fuel companies have confirmed the inclusion of a superior additive package which bestows upon it the following additional benefits: 1. Increased Detergent Additive: Prevents the build-up of deposits on injector nozzles and even removes existing deposits. Cleans-up the injection system allowing better combustion and increases injector life considerably Reduces downtime maintaining the fuel system components Lowers fuel consumption Extends life of the engine as piston and general engine sludge and wear are reduced. The fuel injector is a component of very high-precision designed to meter fuel to a high degree of accuracy. The correct behaviour of the engine depends on the injector doing its job properly, otherwise there will be repercussions in terms of noise, smoke and emissions. Blocked or partially blocked spray holes alter the spray pattern resulting in grossly fuel rich sections of the combustion chamber and incomplete combustion. Varnish type deposits block the holes. These would remain clean with use of a suitable detergent in the fuel. When the injector needle no longer seats correctly in the nozzle tip, fuel leaks past at moderate pressures. While water corrodes the needle or seat, a most common long-term cause of dribbling is hard varnish type deposits on the seat. These deposits result from fuel oxidation or thermal degradation where the fuel is unable to wash away. A suitable detergent added to fuel will lift and minimise these deposits. Typical deposits levels on a Fuel Injector plunger susceptible to deposit formation. Effect of Injector Fouling - The tip of the injector is exposed to a very harsh environment as it is in direct contact with the combustion process. The solid matter products of combustion are deposited on the tip, and can alter significantly the operation of the injector. For pre-chamber engines, the combustion products partially block the progressive delivery of the fuel at part load, and the combustion can become violent and disorganised. Likewise in direct injection engines, a partial or complete blockage of one of the fine spray holes will perturb the atomisation of the fuel jet, and the engine no longer functions as designed. Where pre-chamber engines are concerned, coking is inevitable due to the type of injector used, and the choice of injector takes this into account. However, the coking level depends on the quality of the fuel, and excessive coking cannot be tolerated. The injectors of direct injection engines are initially more resistant to coking, but poor fuel quality can eventually block a spray hole. Influence of Detergent Additives - The solution to this difficulty is to be found in the use of detergent additives in the fuel. High doses of these additives can partially clean an already heavily coked injector, while smaller doses can maintain injectors at an acceptably clean state which ensures correct operation. Many fuel distributors include these additives in commercial diesel fuels as quality features to obtain a ‘keep clean’ effect. Cleanliness of the injectors has become an even higher priority at present as high-pressure injection systems are increasingly used on both heavy-duty and light-duty direct injection engines. The conformity of modern engines with their specified performance in terms of power, fuel consumption and emissions over time will depend largely on the cleanliness of their injectors. 2. Superior Oxidation inhibitors: Oxidation inhibitors reduce fuel degradation and propensity to form deposits. Unless suitable additives are included in low-sulphur diesel, it increases the wear of fuel system components and adversely affects filter life due to clogging with deposit-forming sludge. As sulphur levels are reduced, fuel stability requires special attention. Inadequate thermal stability can result in fuel filter plugging. As fuel injection system pressures and temperatures increase, it may be more appropriate to measure the thermal oxidative stability of diesel fuel rather than only long-term storage stability. 3. Lubricity enhancers and Anti-Wear additives: Diesel engines rely on the fuel to lubricate the Injectors and the Injector Pump. The rotary distributor injection pump is the one most dependent on lubricity because the fuel provides 100% lubrication to the internal parts of the injection pump. The process of reducing the Sulphur level in Diesel fuel, especially to levels lower than 500 ppm, reduces the natural lubricity of the fuel. This reduction can cause increased wear in fuel pumps and other engine components. The purpose of the Lubricity and Anti-Wear additives is thus to: protect fuel pumps and injectors improve injector life extend fuel system service life 4. Cetane number improvers The Cetane number is a measure of the compression ignition behaviour of Diesel fuel. It influences cold startability, exhaust emissions and combustion noise. Increasing the Cetane number decreases the engine crank time (the time before the engine reaches ‘starter off’) at a given engine speed. Under cold start conditions, higher Cetane number fuels ignite more readily and at start up have lesser white smoke (caused by unburned fuel). For light duty vehicles, significant reductions in HC and CO can be achieved by increasing the Cetane number. To the driver, the most noticeable effect of higher Cetane fuels is the reduction in the familiar diesel engine knock combustion noise. An increase in natural Cetane has been shown to reduce fuel consumption. 5. Anti-Foam additive Diesel fuel has a tendency to generate foam during tank filling which slows the process and risks an overflow. Anti-foamants are added to the Diesel fuel as a component of a multifunctional additive package to help speed up or to allow more complete filling of vehicle fuel tanks. Their use also minimises the likelihood of fuel splashing on the ground which in turn reduces the risk of spills polluting the ground, the atmosphere and the consumer. The advantages can thus be summarized as: Quicker, safer and cleaner refuelling since… Less foam is generated and it collapses within a third of the time. 6. Anti-Corrosion additive It is not uncommon for small amounts of water to be present in the Diesel fuel. The purpose of the anti-corrosion additive is to provide increased protection against corrosion in fuel tanks and pipe lines as well as the injectors and the injector pump. The Cost Impact of Low Sulphur Diesel: The wholesale price of Diesel fuel is Government controlled, while the retail price is determined by the retailer. At the wholesale level, the price difference between the Standard Diesel grade (500 ppm) and the Low Sulphur Diesel grade (50 ppm) is presently only 7.4 cents per litre. This is a price premium of only 0,9%, a small price to pay for the numerous benefits as listed above. Summary: The use of Low Sulphur Diesel will reduce particulate emissions and reduce engine oil contamination in all Diesel engines. Engines with Exhaust Gas Recirculation would certainly benefit even more from the use of Low Sulphur Diesel fuel. More importantly though, any motorist with a modern Diesel vehicle with a Common Rail Diesel engine or one fitted with a Diesel Particulate Filter is strongly advised to use only Low Sulphur Diesel fuel. Low Sulphur Diesel is currently available at over 600 retail sites across South Africa. Motorists can consult the Naamsa website (http://www.naamsa.co.za) for the location of such sites. The distribution of Low Sulphur Diesel is based on demand. If motorists are unable to find Low Sulphur Diesel fuel in their particular area, then they are strongly encouraged to make their requirement known to the retailer concerned so that the demand can be determined and the distribution can be adjusted accordingly.
	Appreciate 0 Tweet Quote

03-18-2016, 04:12 AM	#2
SDH Captain 409 Rep 903 Posts Drives: . Join Date: Nov 2015 Location: UK iTrader: (0)	Article? this is more like a book, 2363 words
	Appreciate 0 Quote

03-18-2016, 04:46 AM	#4
Bols Captain 231 Rep 982 Posts Drives: F36 AW 6MT Join Date: Mar 2009 Location: Belgium iTrader: (0)	Yep a pretty good move by SA.. Diesel in the EU has been low in sulphur since about 10 years! Even lower I think the norm is below 10ppm now and down to 3-5 ppm. I think the US followed pretty closely behind.
	Appreciate 0 Quote