3 diesel choices at local station

[WM75Guy]

ASTM D975 - 11 Standard Specification for Diesel Fuel Oils

Abstract

This specification covers seven grades of diesel fuel oils suitable for various types of diesel engines. These grades are: Grade No. 1-D S15; Grade No. 1-D S500; Grade No. 1-D S5000; Grade No. 2-D S15; Grade No. 2-D S500; Grade No. 2-D S5000; and Grade No. 4-D. The requirements specified for diesel fuel oils shall be determined in accordance with the following test methods: flash point; cloud point; water and sediment; carbon residue; ash; distillation; viscosity; sulfur; copper corrosion; cetane number; cetane index; aromaticity; lubricity; and conductivity.

This abstract is a brief summary of the referenced standard. It is informational only and not an official part of the standard; the full text of the standard itself must be referred to for its use and application. ASTM does not give any warranty express or implied or make any representation that the contents of this abstract are accurate, complete or up to date.

1. Scope

1.1 This specification covers seven grades of diesel fuel oils suitable for various types of diesel engines. These grades are described as follows:

1.1.1 Grade No. 1-D S15 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S15 fuel.

1.1.2 Grade No. 1-D S500 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 500 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S500 fuel.

1.1.3 Grade No. 1-D S5000 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 5000 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S5000 fuels.

1.1.4 Grade No. 2-D S15 - general purpose, middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum). It is especially suitable for use in applications with conditions of varying speed and load.


From Exxon/Mobil

What should I do in the winter to adjust for the cold temperatures?
We offer winterized product in a majority of markets that experience severe weather conditions. If temperatures fall well below norms for the local area or you will be driving much farther north, additional Diesel Fuel No. 1 blending is recommended.

Why shouldn't I just use Diesel Fuel No. 1?
While Diesel Fuel No. 1 has an advantage in low temperature conditions, there are some disadvantages, as well. The energy content of Diesel Fuel No. 1 is about 95% that of Diesel Fuel No. 2 and will provide a correspondingly lower fuel economy.

Diesel Fuel No. 1 is also lower in viscosity and provides less lubrication for the fuel pump and fuel distributor.

How long can I store diesel fuel?
If you keep it clean, cool and dry, diesel fuel can be stored 6 months to 1 year without significant quality degradation. Storage for longer periods can be accomplished through use of periodic filtrations and addition of fuel stabilizers and biocides.

 

[John Morgan]

There is as much confusion about diesel fuels as there is about oil. repowell put in extra effort and developed some great information. To break it down, off road diesel is not the same as on road diesel with red dye. Nor is it about taxes. On road diesel meets the fed standard of below 15ppm of sulfur, off road sulfur content is below 500ppm. They have different cetane and detergency packages. Running off road diesel in a registered vehicle can result in a $10,000 fine per occurence. The chances of actually facing that fine is very small but much higher than winning the lottery.

The process used to remove sulfur to meet the less than 15ppm requirements also destroys the lubricity of the fuel. Sulfur is a great anti-oxident and bio-cide, therefore removing it allows moisture buildup which also leads to biological growth. Algae and other microbes cause a lot of problems with your systems. In the past with high sulfur, microbes could survive at the surface of the fuel and grow at the edges of the tank. With ULSD, water stays suspended thoughout the tank and allows growth.

The answer to best protect yourself is use a quality fuel additive. dieselplace.com has posted an independent study rating multiple additives. I use Schaeffer additives in all my stuff. The Schaeffer additive used in the study was the winter blend. In Central Texas where I live, it doesn't typically get cold enough to have to worry about winter blend additives.

 

[Duffster]

There is as much confusion about diesel fuels as there is about oil. repowell put in extra effort and developed some great information. To break it down, off road diesel is not the same as on road diesel with red dye. Nor is it about taxes. On road diesel meets the fed standard of below 15ppm of sulpher, off road sulpher content is below 500ppm.

Very few, if any, suppliers have 2 different fuels for on and off road.

By June 2010, the ULSD fuel standard of 15 ppm sulfur will apply to non-road diesel fuel production

Non-Road Diesel Fuel Standards
Who Covered Fuel 2006 2007 2008 2009 2010 and Beyond
All Off-Road Non-Road 5000 ppm 500 ppm 500 ppm 500 ppm 15 ppm

Does John Deere allow the use of Ultra-Low-Sulfur diesel fuel? : Ultra-Low-Sulfur diesel fuel in John Deere Engines.

 

[rsewill]

Running off road diesel in a registered vehicle can result in a $10,000 fine per occurence. The chances of actually facing that fine is very small but much higher than winning the lottery.

I am a truck driver and I see the tax folk out from time to time. They just wave me past - always. They wave over the guys with the Diesel pickups w/fuel tank in the box pulling a trailer with a Diesel machine.

25 years ago when I owned an excavating company the fuel jobber would fill my off-road and on-road machines from the same hose and charged just sales tax. He knew that was the only way the trucks would get fuel from him rather than from a truck stop pump. I'm more ethical now.

 

[smfcpacfp]

I remember 25 years ago when my wife and I each had diesel vehicles, before global warming when the temperature here hit 30 below zero on a regular basis and my wife didn't properly prepare for the cold temperatures. She would start off to work and 10 min. later walk in the door saying my car won't run. She would take my diesel and then I would spend half a day getting her car back to our garage to get it thawed out. Fortunately I live on a road that probably has one car an hour that travels on it.

So after dealing with diesels for 30 years, here is the solution if you live in a cold climate. Use #1 diesel when the temperature is likely to be below freezing. #1 has a gel point of -40 degrees F. If it is colder than that you should probably stay home. Since #1 diesel has poor lubricating qualities, add a lubricant. I use Opti Lube XPD. There are three disadvantages to using #1:

- it has less energy than #2 diesel fuel
- it has less lubricating qualities than #2 diesel fuel
- it costs more than #2 diesel fuel

All it takes is one experience with a gelled motor to make you realize that using #1 diesel is the best solution to the gelling problem.

Some people on this forum have indicated that #1 diesel is not available in their area, which is a shame. That is probably because it doesn't get brutally cold very often in their area. An alternative to #1 would be kerosene which is considerably more expensive, at least in my area, but still preferrable to dealing with a gelled up engine.

The problem with "winterized" diesel is that it is a blend of #1 and #2 diesel. #2 diesel begins to gel at +40 degrees F. As I said #1 begins to gel at -40 degrees F. If you have a 50-50 blend of #1 and #2, your fuel should begin gelling at zero. The problem is the pump doesn't tell you what that blend ratio is. I can remember one time, as an experiment, I asked the clerk at several stores what the blend was, or at what temperature the diesel would begin to gel, and as you might expect they had no idea what I was talking about. So the moral of this story is when you buying blended diesel, you have no idea what you're getting. This was my wife's problem. She would buy the "winterized" diesel and we would have a really cold spell, and the fuel would gel up.

Sometimes you hear people here say that they just put a fuel additive in their #2 diesel to stop gelling. The problem here is the same problem as with blended diesel. How much of the fuel additive do you add in order to bring you down to the gel point that you are looking for. I have yet to see a fuel additive that gives you a ratio of fuel additive to diesel for various temperatures. Surely people are not foolish enough to think that you would add the same amount of fuel additive if the temperature is expected to be zero versus -40 below zero.

The simple solution is to use #1 diesel fuel with a lubricating additive when temperatures are going to be below freezing. You'll never have a problem if you do this.

Repowell was right on with his information.

Kubota B3030 HSDC snowblowing Jan 2012 (HD) - YouTube

 

[DarkBlack]

There is as much confusion about diesel fuels as there is about oil. repowell put in extra effort and developed some great information. To break it down, off road diesel is not the same as on road diesel with red dye. Nor is it about taxes. On road diesel meets the fed standard of below 15ppm of sulfur, off road sulfur content is below 500ppm. They have different cetane and detergency packages. Running off road diesel in a registered vehicle can result in a $10,000 fine per occurence. The chances of actually facing that fine is very small but much higher than winning the lottery.

The process used to remove sulfur to meet the less than 15ppm requirements also destroys the lubricity of the fuel. Sulfur is a great anti-oxident and bio-cide, therefore removing it allows moisture buildup which also leads to biological growth. Algae and other microbes cause a lot of problems with your systems. In the past with high sulfur, microbes could survive at the surface of the fuel and grow at the edges of the tank. With ULSD, water stays suspended thoughout the tank and allows growth.

The answer to best protect yourself is use a quality fuel additive. dieselplace.com has posted an independent study rating multiple additives. I use Schaeffer additives in all my stuff. The Schaeffer additive used in the study was the winter blend. In Central Texas where I live, it doesn't typically get cold enough to have to worry about winter blend additives.

You contradict yourself.

 

[LBrown59]

1*My local BP has 3 choices, off road, winterized and what is probably just regular diesel but they labeled it "premium".
2*What do I go with?
3*If I use the winterized should I not use the power service additive?
4*I'm guessing the off road with the power service stuff in the winter would be my best option.
5*I'm not familiar enough with it all to know what makes it off road.

1*I don''t see how this is possible as all production was switched over to ULSD back in 2010.
2*There is no such thing as on road vs off ROAD just taxed or untaxed ULSD .
The non taxed is dyed red .
Just use the red dyed stuff.
3*I use PS white bottle year round 3 ounces to 5 Gal. of diesel .
4*Yes except as I said in number 3* use the PS all year round.
5*There is no difference they are both the same fuel .

6a*The only difference between off road and regular diesel should be the price.
6b*Off road should be a lot less because of the taxes.
7*You need additive in the winter if its not already treated.
8*I pump heating oil right out of my house tank and then add power service.
9*Why pay the road tax if you dont have to?

6a*6b*Correct .
7*I use PS.
8*Everybody that has a set up like this should be fueling their tractors from it.
I would add the PS to the tank when ever I filled it.
9*No reason to do it that I can think of .

You ought to verify the premium.
10* BP has a fuel called "premier". Great stuff and has all the additives,
11*high cetane etc.
12*It is no longer available in our area so they sell premium which is regular diesel with some additives but not the true refined product of the premier.

10*It's was still just plain ole ULSD with some additives .
11*45 is the highest centane made and that's pretty much available everywhere. .
12*It's now plain old ULSD with some additives mixed in just like you get anywhere else.

13*I use off-road (OR) diesel and add the PS(white) additive until the temps stay below 10F than I mix 1/2 OR & 1/2 #1 Diesel + PS(white).

13*You don't want more than 20 to 30 percent of #1 diesel or Kero mixed with the diesel or you could ruin your engine.

14*#1 diesel (heating fuel) has a higher cetane rating and you get a slight HP increase using it.
15*Beware it has less luricating value so not sure what additives to use or whether that takes back the improvement.
16* Some states may tax heating fuel less than on-road or off-road fuel.
Ron

14*That's no longer so because all fuel was converted to ULSD back in 2010.
15*No longer true because of the 2010 change over to ULSD .
16*There is no heading oil VS off road anymore because of the switch over to ULSD in 2010.

17*Winterized is just treated number 2 here.

17* More accurately winterized Is simply ULSD that was treated with additives .

#1 diesel has the parafins removed to prevent gelling and as a result it has a lower heating value so you get less energy per gallon and higher BSFC's.
18*I believe it also has lower lubricity.

18*I think your confusing Kero with diesel
There is nol longer a #1 and #2 designation .
There is just ULSD and Kero.

ASTM D975 - 11 Standard Specification for Diesel Fuel Oils
Abstract
This specification covers seven grades of diesel fuel oils suitable for various types of diesel engines. These grades are: Grade No. 1-D S15; Grade No. 1-D S500; Grade No. 1-D S5000; Grade No. 2-D S15; Grade No. 2-D S500; Grade No. 2-D S5000; and Grade No. 4-D. The requirements specified for diesel fuel oils shall be determined in accordance with the following test methods: flash point; cloud point; water and sediment; carbon residue; ash; distillation; viscosity; sulfur; copper corrosion; cetane number; cetane index; aromaticity; lubricity; and conductivity.
This abstract is a brief summary of the referenced standard. It is informational only and not an official part of the standard; the full text of the standard itself must be referred to for its use and application.
101* ASTM does not give any warranty express or implied or make any representation that the contents of this abstract are accurate, complete or up to date.

202* Scope
1.1 This specification covers seven grades of diesel fuel oils suitable for various types of diesel engines. These grades are described as follows:
1.1.1 Grade No. 1-D S15 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S15 fuel.
1.1.2 Grade No. 1-D S500 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 500 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S500 fuel.
1.1.3 Grade No. 1-D S5000 - special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 5000 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S5000 fuels.
1.1.4 Grade No. 2-D S15 - general purpose, middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum). It is especially suitable for use in applications with conditions of varying speed and load.
From Exxon/Mobil

101* This says it all : The document has been out of date since 2010 therefore the contents of this abstract are not accurate, complete or up to date.
102*All this is out dated too:
You have also misinterpreted the info by implying the fuel was developed to meet the requirements of the engines when in fact it was just the other way around.
The engines had to be modified to run on the fuel that the EPA and the tree huggers dictated.

19*There is as much confusion about diesel fuels as there is about oil.
20*repowell put in extra effort and developed some great information.
21*To break it down, off road diesel is not the same as on road diesel with red dye.
22*Nor is it about taxes.
23*On road diesel meets the fed standard of below 15ppm of sulfur,
24* off road sulfur content is below 500ppm. They have different cetane and detergency packages.
25*The process used to remove sulfur to meet the less than 15ppm requirements also destroys the lubricity of the fuel.
26*Sulfur is a great anti-oxident and bio-cide, therefore removing it allows moisture buildup which also leads to biological growth. Algae and other microbes cause a lot of problems with your systems. In the past with high sulfur, microbes could survive at the surface of the fuel and grow at the edges of the tank. With ULSD, water stays suspended thoughout the tank and allows growth.

19*That's because outdated post like yours and repowells keep pushing the myths old wives tales and half truths. Even after that all ended in 2010*.
20*No he did not ; All that did was to help keep stirring the rumors and misconceptions.
21*That not true today .Things have changed.
22*Taxes and or the EPA is all it's about .
23*So does off road and Home heating oil Because it's all been 15ppm of sulfur since the switch over in 2010.
24*All diesel on and off road is ULSD 15ppm of sulfur width no difference in sulfur cetane and detergency packages.
25*It reduces it but it doesn't destroy it but other additives are added to replace it .
26*Sulfur is really an undesirable ingredient in fuel .
Todays fuel has additives that are better then sulfur at preventing these problems.

27*Very few, if any, suppliers have 2 different fuels for on and off road.

27*They only make one fuel .

I remember 25 years ago when my wife and I each had diesel vehicles,
28* before global warming
So after dealing with diesels for 30 years, here is the solution if you live in a cold climate.
29* Use #1 diesel when the temperature is likely to be below freezing. #1 has a gel point of -40 degrees F. If it is colder than that you should probably stay home.
30*Some people on this forum have indicated that #1 diesel is not available in their area.
31*An alternative to #1 would be kerosene which is considerably more expensive, at least in my area, but still preferrable to dealing with a gelled up engine.
32*The problem with "winterized" diesel is that it is a blend of #1 and #2 diesel.
33*The simple solution is to use #1 diesel fuel with a lubricating additive when temperatures are going to be below freezing.
You'll never have a problem if you do this.
34*Repowell was right on with his information.

28*What global warning
29*You never want to run straight Kero.
30*Here again never run straight Kero.
31*Like I said above don't run straight Kero.
32*It could be but seldom is a problem .
33*But don't do that with pure Kero.
34*He was far from correct.

 

[scoutcub]

1*I don''t see how this is possible as all production was switched over to ULSD back in 2010.
2*There is no such thing as on road vs off ROAD just taxed or untaxed ULSD .
The non taxed is dyed red .
Just use the red dyed stuff.
3*I use PS white bottle year round 3 ounces to 5 Gal. of diesel .
4*Yes except as I said in number 3* use the PS all year round.
5*There is no difference they are both the same fuel .

6a*6b*Correct .
7*I use PS.
8*Everybody that has a set up like this should be fueling their tractors from it.
I would add the PS to the tank when ever I filled it.
9*No reason to do it that I can think of .

10*It's was still just plain ole ULSD with some additives .
11*45 is the highest centane made and that's pretty much available everywhere. .
12*It's now plain old ULSD with some additives mixed in just like you get anywhere else.

13*You don't want more than 20 to 30 percent of #1 diesel or Kero mixed with the diesel or you could ruin your engine.

14*That's no longer so because all fuel was converted to ULSD back in 2010.
15*No longer true because of the 2010 change over to ULSD .
16*There is no heading oil VS off road anymore because of the switch over to ULSD in 2010.

17* More accurately winterized Is simply ULSD that was treated with additives .

18*I think your confusing Kero with diesel
There is nol longer a #1 and #2 designation .
There is just ULSD and Kero.

101* This says it all : The document has been out of date since 2010 therefore the contents of this abstract are not accurate, complete or up to date.
102*All this is out dated too:
You have also misinterpreted the info by implying the fuel was developed to meet the requirements of the engines when in fact it was just the other way around.
The engines had to be modified to run on the fuel that the EPA and the tree huggers dictated.

19*That's because outdated post like yours and repowells keep pushing the myths old wives tales and half truths. Even after that all ended in 2010*.
20*No he did not ; All that did was to help keep stirring the rumors and misconceptions.
21*That not true today .Things have changed.
22*Taxes and or the EPA is all it's about .
23*So does off road and Home heating oil Because it's all been 15ppm of sulfur since the switch over in 2010.
24*All diesel on and off road is ULSD 15ppm of sulfur width no difference in sulfur cetane and detergency packages.
25*It reduces it but it doesn't destroy it but other additives are added to replace it .
26*Sulfur is really an undesirable ingredient in fuel .
Todays fuel has additives that are better then sulfur at preventing these problems.

27*They only make one fuel .


28*What global warning
29*You never want to run straight Kero.
30*Here again never run straight Kero.
31*Like I said above don't run straight Kero.
32*It could be but seldom is a problem .
33*But don't do that with pure Kero.
34*He was far from correct.

LBrown - Can you still see the asterisk button on your keyboard?:laughing:

 

[smfcpacfp]

Posting by LBrown are always funny. :laughing:

 

[WM75Guy]

1*I don''t see how this is possible as all production was switched over to ULSD back in 2010.
27*They only make one fuel .
34*He was far from correct.
101* This says it all : The document has been out of date since 2010 therefore the contents of this abstract are not accurate, complete or up to date.

Really? And the source of your info is?

Weekly Petroleum Status Report
http://ir.eia.gov/wpsr/overview.pdf

Table 1. U.S. Petroleum Balance Sheet, Week Ending 1/20/2012

Petroleum Stocks
(Million Barrels)

Distillate Fuel Oil. ................................. 145.5
15 ppm sulfur and Under ........................ 105.2
> 15 ppm to 500 ppm sulfur .................... 8.3
> 500 ppm sulfur. ................................. 32.1

ASTM D975 - 11 Standard Specification for Diesel Fuel Oils

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