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The automotive industry today features a new generation of electronically controlled, low emission, high speed and high horsepower diesel engines. This new technology is purposely intended to meet the clean air acts of 1998 and 2002. Manufacturers accomplish this by using electronic injectors and by changing the diesel fuel most people are presently using.

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Considering this new advancement, the need to take care and maintain each vehicle’s diesel engine becomes crucial. Manufacturers presented an innovative way to properly preserve diesel engines through the installation of an accurate fuel separator or water separator. It is strongly suggested to use the proper fuel additive as well, that was designed to meet the challenges for today’s electronic engines. Taking these precautions sincerely would save a lot of down time and money.

First, a proper fuel or water separator (SEPAR FILTER) must remove all of the dirt and water in the fuel. This is necessary since the injector tolerances on the electronic engines are smaller then the old style injectors. The new injectors will not tolerate any water in them at all. This is using a fuel additive that removes the water from the fuel (demulsifies) to get any emulsified water out of the fuel is a must. Do not use a fuel additive that emulsifies the water into the fuel. Subsequently, the filter has to flow more fuel with less restriction through the fuel system. This method is needed since the new style engines flow about 2-3 times more fuel in order to cool the electronic components. With this larger fuel flow, the maximum fuel pumping restriction of 4.1 to 12.0 in Hg is allowed, depending upon the engine manufacturer. Most fuel separators or water separators, still, will not meet the supposed standards because most were never designed for today’s engines and fuel flows.

We would like to share our observation on the fuels being bought nowadays. It is different from the fuels available from the past. Diesel fuel, at present, is so dynamic that even now, as we speak, decisions on what color to make what diesel products are still being argued upon among the EPA, IRS, API and the rest of us.

In order to understand the 1994 version of diesel fuel, we must go back to the 1970's. As a result of the growing demand for middle distillates, which include kerosene, jet fuel, #1 and #2 diesel fuel, refineries no longer simply distill crude oil to make distillates. They resorted to catalytic cracking. The difference between light, middle and heavier fuels is the boiling ranges. The cat-cracking process breaks up heavier fuels to meet the specifications for the lighter products. In this manner, the refineries made the investment to catalytically crack more crude. Today’s heating oil and diesel fuels are the product of severe catalytic cracking. So what does this mean exactly? Fuel that has been refined this way doesn’t want to stay in its new form. It wants to change back into something heavier. The heat of an engine raises the temperature of the fuel in the return lines, thereby accelerating the formation of particulates. In fact, any energy that we put into today’s diesel and heating oil (regardless of sulfur content) speeds up the production of solids. These solids take many shapes and forms. They are typically sticky gums and varnishes that will plug filters, strainers, nozzles and injectors. Vehicle owners often blame bacteria for these solids; yet, this is just the fuel re-organizing itself into heavier products that like to stick together. The truth is, 93% of what clogs today’s filters is not dirt or algae, but it is the repolyermerization of the fuel. The microscopic particulates that form will grow larger and eventually clog any fuel system.

On October 1, 1993, low sulfur fuel was born. Reducing sulfur is good for both the air we breathe and for the post combustion components of an engine. Sulfur forms a load bearing protective film that will be eventually lose. This will result in the premature failure of injectors, injector pumps and the balance of the fuel metering system.

A major revolution that was neglected last October 1, 1993, was the change to a calculated cetane index number of 40, rather than a minimum engine cetane number of 40. Refiners, now provides the market with a slightly lighter cut of fuel to achieve the calculated index rather than use a cetane improver. The result is a light fuel that has less BTU’s per gallon. Less BTU’s equals lower mileage and power. Lighter fuels entrain more water and are less lubricating.

Heating oil for off road purposes is being overlooked. Low sulfur diesel is certainly being scrutinized by many. The other #2 product is not. Cetane numbers on the higher sulfur off road fuel are often in the 37 or 38 range. Cetane numbers only allot to ignition. There are typically more BTU’s in off road fuels. The main concern here, however, is overall fuel quality suffering from the lack of quality control because people are all so distracted by low sulfur fuel.

The good news is that for each of the deficiencies of 1994's fuel, there are materials that can be added to minimize the problems while maximizing the performance of the equipment:

1. Catalysts will improve power and miles per gallon.
2. Lubricity agents will reduce premature failure of injectors and pumps.
3. Stabilizers will stop gum and particulate formation.
4. Biocides will stop bacteria and fungus.
5. Cetane improvers (when absolutely necessary).

Besides changes in the way fuels are being processed we are also seeing changes in the way fuel is being stored. People used to store fuel underground where the fuel stays cool. Today, there are already above ground fuel tanks that cause higher tank temperature and accelerate the formation of particulates produced by the fuel. This means more condensation as the tank “breathes” during the changes in the atmospheric pressure or temperature.

Having mentioned all the changes in the diesel engine, the need to familiarize oneself about the storage processes, new ways of testing, filtering and treating the engine’s fuel should not be ignored. Disregarding these precautions could result in an expensive mistake. Shop for a new style injector and pump see the importance of proper maintenance.