“They remove the wax from the fuel, lowering the pour point in cooler temperatures,” Block explained.
The benefits of P-40 diesel fuel are similar to those of No. 2 diesel fuel. Many stations sell No. 1 fuel, but it provides less power, is less efficient, and is more expensive, according to Block.
“I believe that everyone should be aware that this gasoline has more advantages than the No. 1 fuel. “It’s less expensive and more cost-effective for the user,” Block added.
P-40 fuel is designed to eliminate some of the issues that arise with cold weather, such as icing, which is the most prevalent winter concern. Ice crystals or a film of ice jam the gasoline filter, causing icing. When engines ice up, they may run for a time before stalling. Waxing or gelling is another issue that P-40 can help with. Waxing/gelling occurs when wax crystals separate below the pour point and plug the filter, which is a rare occurrence. The fuel will eventually gel and solidify. Finally, P-40 aids in the fight against fuel flow restriction, which occurs when the engine runs but does not produce full power. This could be due to fine filtering, a partially clogged filter, or a fuel with a high viscosity.
The fuel is available in two colors: clear for on-road use and red for off-road use, according to Johnson Oil Co. Tractors are the primary users of off-road fuel. Farms are served by Johnson Oil Company.
Which diesel fuel is best quality?
In comparison to normal #2 diesel, premium diesel has a higher cetane number, improved lubricity, and detergents that help clean injectors. The ignition delay of a fuel is measured in cetane. For faster start-ups and less pollution, more cetane equates a shorter delay and improved ignition quality.
What are the different grades of diesel fuel?
Diesel #1 (or 1-D) and Diesel #2 are the two types of standard diesel fuel (also known as diesel oil) (or 2-D). Diesel fuel is rated by its cetane, which indicates how easily it is to ignite and how quickly it burns, similar to how gasoline is classified by its octane. The more volatile the gasoline, the higher the cetane number.
Is it OK to use winter diesel in the summer?
What’s your pre-harvest strategy? Farmers throughout Western Canada are preparing for one of the busiest seasons of the year, from equipment maintenance to training seasonal laborers.
Winter fuel requirements should be a key component of your strategy. Co-op Premium Diesel and Co-op High Performance Diesel are seasonally adjusted with cooler weather in mind to guarantee your equipment operates as well as possible when you need it to.
The Co-op Refinery Complex (CRC) in Regina, Saskatchewan, performs fuel mix adjustments on a regular basis, however the main transition of diesel blends occurs twice a year in preparation for summer and winter conditions. Diesel can gel up in Canada’s harsh winter temperatures, resulting in long-term stress on equipment and poor fuel efficiency. Winter diesel blends’ lighter components keep viscosity issues at bay.
- Cloud Point has been modified to improve flow capacity. This specification indicates the low-temperature operability of diesel fuel by measuring the temperature at which crystal formation begins.
- Another essential diesel standard is the Pour Point, which is changed to lessen fuel viscosity, which occurs when the temperature changes, therefore improving total fuel performance.
- De-icers maintain the integrity of the system while also improving performance in sub-zero conditions.
While winter diesel can be used well into the spring, it’s critical to use up your summer diesel before the cold weather arrives. Because of the significant differences in blending and spec numbers, it’s crucial to remember that these fuels should not be mixed when stored, as this would affect the diesel’s performance.
Winter diesel blends are usually available from the second half of September to the second half of April, depending on regional requirements. To learn more about the switch to winter diesel, fuel attributes, and how to manage your fuel supply, contact a member of your local Co-op Fuel Team.
What is the difference between winter and summer diesel fuel?
There are two types of diesel: winter grade diesel and summer grade diesel, and it’s important to understand the differences.
Winter grade diesel is prepared with an additive that prevents wax crystals from forming at low temperatures, thus it won’t gel even in the coldest conditions. Winter fuel can be used all year because it is more cold resistant (-12°C CFPP min), making it suitable for all seasons.
Summer grade diesel has a slightly higher viscosity, making it ideal for summer use.
When is winter fuel available?
During the winter months, the blending of diesel is altered to optimize the fuel’s cold-weather performance. It’ll be available from November 15 through March 15.
Summer gasoline is available throughout the year, however it should only be used in the summer months.
Because it has a limited resilience to the cold, fuel certified for use during the summer months (Summer Grade diesel) is only suitable for use during these months (-4°C CFPP min).
Summer fuel can only be used during summer
Because it has a limited resilience to the cold, fuel certified for use during the summer months (#2 diesel) is only suitable for use during these months (-4°C CFPP min).
Winter-grade could be used all year, but it isn’t cost-effective. When crude oil is refined, substantially less winter-grade diesel is produced than summer-grade diesel, posing a difficulty with winter-grade supply. Furthermore, fossil winter-grade diesel has a lower energy content than summer-grade diesel.
What are the 3 types of diesel?
Diesel fuels are divided into three categories: 1D(#1), 2D(#2), and 4D(#4). The distinction between these classes is determined by viscosity (a fluid property that causes resistance to flow) and pour point (the temperature at which a fluid will flow).
Low-speed engines often use #4 fuels. In warmer weather, #2 fuels are used, and they’re sometimes combined with #1 fuel to make a reliable winter fuel. Because of its reduced viscosity, #1 fuel is recommended in cold weather. The gasoline number used to be standard on the pump, however nowadays, many gas stations do not display the fuel number.
Another essential consideration is the Cetane rating of the diesel fuel. Cetane is a measure of how easily a fuel will ignite and burn, analogous to Octane for gasoline. Since the introduction of ultra low sulfur diesel fuels in the mid-2000s, the cetane has been lowered, making the newer fuel less appealing to diesel aficionados. Running a gasoline additive to raise the overall Cetane number is highly recommended. Lubricity additives will be added to diesel fuel additives like Fuel Bomb to assist modern diesel engines function better and achieve improved fuel economy (MPG). Another advantage of a diesel fuel additive is that it only requires a small amount per tank. A typical bottle of diesel fuel additive treats 250-500 gallons of fuel.
Diesel Power Magazine has an article about diesel fuel additives and why they are significant.
Synthetic diesel can be made from a variety of materials, including wood, straw, corn, and even trash or wasted foods.
Biodiesel is a form of diesel that is environmentally beneficial. It’s a cleaner-burning diesel generated from renewable natural resources like vegetable oils and animal fats. Biodiesel is assisting in the reduction of America’s reliance on foreign petroleum. It also contributes to the establishment of green jobs and environmental benefits.
What is number 1 diesel used for?
The fundamental difference between Diesel #1 and Diesel #2 is the cetane rating, which, like the octane of gasoline, indicates igniting ease. It’s all about fuel efficiency, volatility, and seasonality, really.
Less wear on your engines’ batteries implies a faster and more efficient start. The increased cetane grade also helps diesel engines run more smoothly by lowering maintenance requirements.
The additional lubricants in Premium Diesel assist keep fuel system parts moving easily. The fuel pump’s and other fuel system components’ lives are extended as a result of the reduced friction.
Fuel systems can become clogged with sediments and other particles over time. While the engine is operating, detergents are injected to Diesel #1 to clean injectors and other fuel system components. Not only does a clean fuel system last longer, but it also enhances fuel efficiency and horsepower production.
Diesel #1 contains lubricants and detergents, as well as other fuel additives that improve engine performance and save downtime. Even in a well-sealed fuel system, air moisture can find its way in and cause major engine problems. Demulsifiers in premium Diesel work to separate emulsified water from the fuel so that it can be filtered out; even in a well-sealed fuel system, air moisture can find its way in and cause major engine problems. Corrosion inhibitors keep rust and corrosion at bay, while stabilizers keep blockages and buildup at bay.
Diesel #1 is sometimes known as winter diesel since it operates better in colder conditions than Diesel #2. It has a lower viscosity and does not gel when exposed to cold temperatures. Most stations sell a premium Diesel blend that is tailored to the local climate.
While premium diesel has a number of advantages, such as fewer maintenance and equipment downtime, regular diesel is less expensive at the pump, which is an essential consideration. However, total cost of ownership should take into account not only the cost savings from the fuel, but also the impact on ongoing maintenance costs. The age and size of your fleet may play a role in deciding between Diesel #1 and Diesel #2.
When deciding between Diesel #1 and Diesel #2 for your fleet, keep in mind that premium Diesel quality differs from station to station. If you choose Diesel #1, make sure your drivers get their fuel at reliable high-volume stations.
Do you want to learn more about the effects of diesel choices on fuel systems? To talk with an equipment professional, contact your nearest Papé Kenworth office now.
We are regularly questioned whether premium diesel fuel is superior to standard diesel fuel in the course of our business. And our quick response is invariably a loud yes “Yes,” says the speaker. However, additional information is needed to answer the other major concern about premium diesel fuel, which is whether it is worth the extra price.
Premium diesel has more detergent and additives than regular diesel, which helps to improve the combustion performance of an engine. Using a premium diesel usually results in a gain in performance and/or MPG, as well as lower engine emissions and other benefits, depending on engine design.
Yes, premium diesel is superior to regular diesel. Is the extra price tag, however, justified?
We are not so sure about it. The fundamental issue is that, given the huge increase in cost per litre, premium diesel fuels might be so much better. The additional detergent now offered is insufficient to keep most gasoline systems and engine types clean, and it does not aggressively remove existing deposits. Unfortunately, we’ve discovered that diesel vehicles that only run on premium diesel fuel continue to deposit. Not so much in the fuel system as much as in the combustion region, emission components (EGR, DPF), and intake manifolds, intake valves, and other areas. Using a premium diesel in these places will surely postpone the accumulation of carbon deposits. However, don’t expect miracles in terms of cleaning results. Fuel system pollution, biological degradation, and carbon build-up rise as the percentage of bio-diesel increases. Regrettably, current fuels are insufficient to meet these concerns.
Please keep in mind that there are legal constraints, such as the old BS EN590 specification, that limit the types of additives that can be used in fuel. Those rules, however, have no bearing on whether premium diesel, as it is manufactured now, is a fair value for the money you spend at the pump.
So, what should you do if premium diesel isn’t worth the extra money and normal diesel isn’t up to par? To ordinary diesel fuel, we recommend adding a high-quality diesel fuel conditioner with combustion catalyst technology. This will often result in a fuel that outperforms premium diesel while also being less expensive per tank. This is supported by extensive testimony as well as research evidence. More comprehensive fuel conditioners include technology to clean and remove existing deposits, lubricate the diesel pump, remove water, prevent fuel degradation or contamination, reduce emissions, improve performance, and increase MPG, among other things.
It’s simply a matter of evaluating the advantages of premium diesel against the advantages of a fuel conditioner, as well as convenience and expense.
In this topic, there is also the matter of consistency to consider. It’s not uncommon to find fuel of varying grade from the same gas station. According to our understanding, fuel merchants and refineries have distribution agreements in place that require gas stations to sell fuel from the nearest refinery in the area, regardless of brand. The additive packets are then applied at the refinery or directly into the station gasoline tanks in some cases.
Similarly, there is a difference in the price of gasoline. Octane testing on a regular basis will reveal remarkable discrepancies in fuel octane. It tests at 95.6 one week, 96.8 the next, and so on. As you may expect, this makes testing octane boosters exceedingly difficult due to the inconsistency of base fuels.
A piece of advise we’d like to provide is to “Know” your local gas station. Purchase fuel at stations with a high turnover of fuel whenever possible. Avoid filling your car from tanks that are low on fuel or that have recently been filled, since this can cause deposits and moisture to settle. Come return later if you spot a tanker. The inherent faults and irregularities found in our fuels should be protected by a fuel conditioner.
Please note that we will be producing a video in the future illustrating one of the tests we do to determine the cleaning strength of fuels and fuel additives.
Is all diesel fuel the same quality?
Aside from that, the chemistry and sulfur concentration of the two fuels are identical. Many diesel customers believe that diesel fuel does not differ from one pumping station to the next or from one season to the next. This brings us to the next point we’ll discuss about fuel: volatility.
Diesel fuel volatility is something that few diesel buyers will believe they have even considered. Have you ever used a winterized diesel fuel blend in your diesel equipment or car throughout the winter?
Winterized diesel fuel can be a mixture of No. 1 and No. 2 diesel fuel. The volatility of No. 1 diesel is larger than that of No. 2.
This means it can atomize faster and transition from liquid to vapor more easily, as well as having a lower gelling point. Fuel with a lower gelling point is less likely to gel or wax in colder temperatures. This is ideal for keeping your diesel car operating throughout the cold months.
Although winterized fuels are ideal for cold weather, they do have one disadvantage. The cetane rating of No. 1 diesel fuel is lower than No. 2 diesel fuel. The capacity of a fuel to combust or the combustion quality of a fuel is directly related to its cetane rating.
The higher the number, the better. Cetane ratings in diesel fuel are similar to octane values in gasoline fuel. The cetane rating of most No. 2 diesels ranges from 50 to 55.
Most No. 1 diesel fuels have a cetane rating of 40 to 50. Simply explained, one gallon of No. 1 diesel fuel has less heat energy than one gallon of No. 2 diesel fuel.
This explains why your diesel pickup gets 18 miles per gallon in the summer but just 15 miles per gallon in the winter. It will also explain why your diesel equipment is more difficult to start in the cold. No, it’s not because it’s cold outside.
If it’s a blend, the quality of winterized fuel is lower than summer fuel. Diesel fuels can also be easily winterized with additives from several suppliers without lowering the cetane levels. They might even help them.
In summary, you should ask yourself the following questions the next time you pull up to the diesel pump:
- Is this a winterized No. 1 and No. 2 blend? What proportion is it if it’s a blend?
- Is the diesel fuel I’m using ultra-low sulfur? If that’s the case, do I need to add any additives to my older fuel system?
Perhaps you’ll think twice before pulling up to the gas station and simply looking for the green nozzle. PD
When should I switch to #1 diesel?
When Should You Blend? Switching to a winter blend 15 degrees above cloud point is a decent rule of thumb. When the overnight temperatures drop below 30 degrees F, it’s time to add No. 1 diesel with winter additives. For every ten percent increase in No.