Healthy Diesel after ByPass
(1st published February 20, 2007)
Is ULSF as Safe for Diesel Engines as they say? (March 21, 2007)
Texas Dept. of Public Safety Cuts Costs with AMSOIL Motor Oils
Pros and Cons of Using Biodiesel
(1st published: January 3, 2008)
As petroleum fuels costs rise, biodiesel fuel will gain popularity as a less expensive alternative to diesel fuel. But what are the risks with using this environmentally friendly alternative. Do the advantages outweight the disadvantages?
The Advantages of Biodiesel
Looking closely at biodiesel, we find that its physical and chemical properties are very similar to petroleum based diesel fuel in terms of operation in compression ignition engines (diesel engines). Therefore, biodiesel can be used in diesel engines without expensive alterations to the engine or fuel system. Besides the obvious cost savings, some other notable benefits of using biodiesel include the following:
- Biodiesel is biodegradable, non-toxic and essentially free of sulfur and aromatics. Safer to handle and transport
- Fewer noxious emissions than petroleum-based diesel, and virtually eliminating acid rain-causing sulfur dioxide
- Runs in any conventional, unmodified diesel engine
- Improved lubricity
- High cetane number
- Improved conductivity particularly compared to Ultra Low Sulfur diesel fuel
- The best advantage is the fact that biodiesel is a renewable fuel source, where petroleum fuels are limited. This alone will be the reason for it’s ever increasing popularity.
The Disadvantages of Biodiesel
LOWER ENERGY CONTENT
The energy content of neat biodiesel (100% biodiesel) is about 11% lower than that of petroleum based diesel fuel, resulting in a power loss in engine operation. Engine adjustment for the power losses could lead to violation of EPA anti-tampering provisions. Biodiesel can be blended with petroleum fuel to create biodiesel blends that can minimize the power loss. (Blends are designated as Bxx, where “xx” is the percentage of biodiesel in the blend. Most generally accepted by engine manufacturers is a B5 blend (5% biodiesel and 95% diesel fuel) or less.
ENGINE OPERATION PROBLEMS
Todays engines are designed to operate with petroleum fuel. Neat biodiesel and higher percentage biodiesel blends can cause a variety of engine performance problems including:
- Fuel filter plugging,
- Injector coking (carbon deposits),
- Piston ring sticking and breaking,
- Elastomer seal swelling and hardening/cracking, and
- Severe engine lubricant degradation.
- Studies found injectors and pumps failing at around 50,000 miles with neat biodiesel. There is little information on the use of biodiesel with engine durability over the mileage and operating conditions of heavy-duty diesel engines.
STORAGE and HANDLING
Long-term storage problems occur from the poor oxidation stability of biodiesel fuels.
Biodiesel fuel at low temperatures can thicken and plug fuel filters.
Biodiesel is subject to microbial growth causing operation problems, fuel system corrosion and premature fuel filter plugging.
EMISSIONS
There is little negative to say about biodiesel emissions, except studies found increased nitrous oxide (Nox) emissions with higher concentrations of biodiesel.
BIODIESEL EFFECT ON DIESEL OIL
Biodiesel fuel is very hard on your engine lubricant (oil). The following detrimental effects are noted when concentrations of biodiesel exceed 5%:
- Fuel begins to dilute the oil resulting in a viscosity reduction
- Increased sludge and varnish formation
- Depletion of alkalinity reserve in the oil indicated by total base number (TBN) decrease
- Certain metals such as copper and lead leached from bearings due to biodiesel fuel in the lubricant
- Oil filter plugging from sludge
As a result, most diesel manufacturers recommend cutting their recommended oil drain interval in half when using biodiesel fuel.
This article first appeared in the AMSOIL DIRECT LINE newsletter on April 1, 2002. The Texas Dept of Public Safety has been using AMSOIL over 6 years and has saved thousands of dollars in fuel costs, maintenance costs, and servicing costs.
Notes: The Super Duty Filters (SDF) are no longer available. AMSOIL's new Ea Oil filters go 25,000 miles between oil changes and therefore, now only one filter is needed instead of two - saving an additional filter, labor charge, and extra quart per vehicle.
Also, know that commercial pricing for AMSOIL is less than dealer pricing and oil prices have risen drastically in the past 10 years.
AMSOIL INC., together with Dealer Jerry Criswell and the Texas Department of Public Safety, conducted a field test of its 5W-30 Synthetic Motor Oil and SDF Oil Filters. Installed in five police fleet vehicles, the lubricant was sampled and tested at various intervals. The goals for this particular field test included demonstrating that the use of AMSOIL Synthetic Motor Oil for extended drain intervals would not only result in lower lubricant expenses, but also superior wear protection. When taking advantage of the extended drain intervals of AMSOIL Synthetic 5W-30 Motor Oil, it costs the Texas Department of Public Safety $57.20 to lube one vehicle (5 quart capacity) for 24,000 miles:
2002 Figures: 2010 Figures:
Oil Cost ($3.90/qt x 5 qts) $19.50 Oil Cost ($7.85/qt x 5 qts) $39.25
SDF Oil Filters ($6.90 x 2) $13.80 Ea Oil Filter $13.15
Oil @ filter change (one qt) $ 3.90 No add'l filter change $0.00
Labor ($10.00 x 2) $20.00 Labor ($10.00 x 1) $10.00
$57.20 $62.40
If using a conventional 5W-30 lubricant for standard 3000-mile oil and filter drain intervals, it would cost the Texas Department of Public Safety approximately $176 to lube one vehicle (5 quart capacity) for 24,000 miles. For example:
Oil Cost ($1.75/qt x 40 qts) $70.00
Oil Filters ($3.25 x 8) $26.00
Labor ($10.00 x 8) $80.00
$176.00
Without even taking into consideration the superior protection and performance AMSOIL motor oil offers over a conventional lubricant, the Texas Department of Public Safety saves $118.80 per vehicle in lubricant expenses alone. When extending these savings to all nine vehicles in the Canyon office, AMSOIL motor oil saves the department $1069.20. Taken even further, if all 100 vehicles in the district switched to AMSOIL motor oil and SDF oil filters for drain intervals of 24,000 miles, they would save $11,880. (almost all DPS vehicles throughout Texas now use AMSOIL)
Of course, extended drain intervals are no bargain if they compromise engine protection. Even though it was in service 13 times longer than the previous conventional oil, the rates of wear with AMSOIL Synthetic 5W-30 Motor Oil were significantly lower. The oil analysis results of one test vehicle are shown below, and the results were typical of all five test vehicles. The first line represents the petroleum oil baseline at 1,749 miles. As one can see, the rates of wear with AMSOIL 5W-30 are significantly lower than the petroleum oil, even at extended drain intervals.
Note: Oil analysis is recommended for all fleet applications to determine proper drain intervals.
Why use Bypass oil filtration?
Wear is a continual threat to the performance and life of an engine. Wear is caused by having particles of dirt suspended in the oil that are bigger than the film of oil between moving parts when the equipment is under load. Current full-flow oil filters siphons through about 50 gallons per minute and removes particulates (by-products of incomplete combustion) in the 25 micron and larger range. That may sound sufficient but studies have shown that the most damaging particles to your engine are in the 5-20 micron size. ByPass filtering is perfect for removing these soot particles 1 micron and smaller.
This year, diesel engine manufacturers have increased EGR (cooled exhaust gas recirculation) from 15% to 30%. EGR engines run hotter and experience less efficient combustion. These new trucks engines will be subjected to higher levels of soot & acid being dumped back into the engine, increasing wear, oil viscosity and shortening drain intervals as the oil and filter deal with more contaminants.
Older diesel trucks also need added protection of bypass filtration. With time, these engines tend to allow blowby compression gases to pass into the crankcase. This gas carries carbon from incomplete combustion. The oil filter must filter more and more carbon as it builds up in the oil. The older the engine gets, the more carbon must be removed. Higher mileage diesels need the added protection of bypass as much as the newer engines.
Full flow filters are not able to remove minor coolant leaking or condensation that form in the engine, but bypass filtering can capture and evaporate these foreign fluids long before a problem becomes severe and reducing the risk of oil degradation, engine rust and corrosion. Normal filter changes and occasional oil analysis should detect (not mask) any engine problem.
A Bypass system helps by adding another 2-3 quarts to the amount of oil circulating through the engine allowing for additional cooling of the engine. Cleaner oil reduces thickening and minimizes the formation of sludge and other deposits on vital engine parts. Not only is Bypass filtration important, but should be used in conjunction with a high quality synthetic oil that provides oxidation inhibitors, detergents and dispersants in its base stocks.
What are Bypass benefits?
· Greatly Extend the Oil Drain Interval, in some cases >100,000 miles
· Improved Oil Cooling
· Fuel Economy Improved by 5%
· Efficient Small Particle and Soot Removal
· Significantly Extended Engine Life, most times Doubling Rebuild Interval
· Reduced Engine Rust & Corrosion
· Equipment Constantly Runs on Clean Oil
· Increased Engine Efficiency
· Less Downtime
· Remove Particles Less Than One Micron
· Less oil Purchased & Less Waste Oil in the Environment
How does Bypass Filtration work?
Bypass systems have been around since the 60’s. Bypass filtration is a secondary oil filtering system that by-passes the existing oil filter, taking oil from the oil sending unit or add’l oil pressure port, to a remote filter(s), then returning clean oil back to the engine via the oil pan or valve cover. Some owners may notice a small drop in oil pressure, but system manufacturers note up to 10% decrease in pressure is negligable. A Bypass system is called “partial flow” meaning the oil is being filtered at 8-10 gallons/hour, instead of the "full-flow" 50 gallons/minute. The oil is now supercleaned to less than 1 micron and you have virtually eliminated engine wear.
Bypass systems are quick and easy to install. Someone mechanically minded could accomplished the install in an hour or two.
There are Dual Bypass filtration systems (two remote Bypass filters) for oil sump capacities of 15 quarts & larger. Amsoil calls this "DualGard"
There is another kind of filtration that combines the full flow and the partial flow called “Dual Remote”. This system takes the place of your existing full-flow filter and replaces it with a two filter remote system similar to the Bypass.
Who makes Bypass systems and how much does it cost?
There are several players in the Bypass market: AMSOIL, Fitration Solutions, and OilGuard to name a few. AMSOIL offers the BMK-21 (Bypass Mounting Kit), Filtration Solutions has the FS-2500, and OilGuard with the EPS-20.
AMSOIL BMK-21 runs about $175.00-$200.00 for mounting kit and fittings. Diesel trucks can expect to pay an additional $50 (Dodge) $100.00 (GM) & $150.00 (Ford) for special fittings. A special EaBP filter is about $35.00-$45.00. You can pay $10.00 to become a Preferred Customer with AMSOIL and save about $50.00. The AMSOIL EaBP filters should be replaced after 25,000 miles or 1 year, whichever comes first.
The Filtration Solution FS-2500 runs about $400.00 (depending on your vehicle) for a complete kit, including filter. Additional filters cost about $22.00 each and should be replaced after 10,000 miles.
OilGuard EPS-20 for diesel trucks will cost $229.00 , but the installation kit will add $100.00 (Dodge), $160.00 (GM), and $257.00 (Ford 6.0L). Additional filters are only 8.00 each and under normal highway driving should allow 4 times the manufacturers drain interval.
Arguments continue as to which is best. Tests prove these systems are efficient. The normal payoff for these systems is about 70,000-100,000 miles. If you want the kit installed, you can go to a mod shop and pay anywhere from $50-$125.00 for installation.
SUMMARY
Bypass oil filtration systems simply provide the ultimate protection for your diesel engine whether its old or new. Tests prove these systems can drastically reduce maintenance costs over the service life of a vehicle and extend engine life. The combination of the two filters are synergistic in minimizing engine wear and corrosion. The only downside is a possible lower oil pressure reading and more points for an oil leak.
If you only drive your truck a year before trading it in, this system is probably not for you. but if you truly care about the investment you’ve made in your truck, then this investment is the most rewarding and beneficial for the price. If nothing else, they make your periodic filter change a breeze.
Get a Bypass and save yourself the heart attack when you see the estimate for a diesel engine rebuild.
Seems like everyone is happy now that the new Ultra Low Sulfur Fuel (ULSF) is out. The environmentalists because they think they’ll have cleaner air. Big oil companies because they’ve got more reasons to keep the cost of diesel fuel high. Auto repair & service centers because they are replacing more diesel injectors and fuel pumps than ever. Seems like the only one who’s not happy is the diesel owner. So, what affect does the new ULSF have on a diesel engine. The results are not as minimal as you are lead to believe. The rigorous hydrotreating of diesel fuel to get 15 ppm affects the fuel in several important ways:
Loss of Energy (Mileage)
The processing required to reduce sulfur to 15 ppm also reduces the aromatics content and density of diesel fuel, resulting in a reduction in energy content (BTU/gal). Chevron tells you to expected a reduction in energy content of 1% and may affect fuel mileage.
Recent calls from disgruntled long-haul diesel drivers have stated much higher losses in mileage. Most diesel owners are reporting about 8-10%. Tim Riley, a VP of Operations at Exclusive Nationwide, an expedited delivery service states, “all of my 31 drivers have lost 2 miles/gallon in highway driving with ULSF."
Loss of Lubricity
Lubricity is a measure of the fuel's ability to lubricate and protect the various parts of the engine's fuel injection system from wear. Althrough sulfur is not a lubricant, the process used to reduce the sulfur also reduces the fuel's lubricating properties. The severe hydrotreating removes naturally-occurring lubricity agents in diesel fuel. Fuel is the only conduit the injectors & fuel pump surfaces have for lubrication. The loss of lubricity in ULSF will expose metal surfaces in the fuel system and engine top-end to greater friction and wear. Exclusive Nationwide told us that last month alone, 5 of their diesel drivers had an average cost of $3000.00 in injector work done to their trucks. None of his drivers use a high quality diesel additive. Dealerships we spoke with say that since the fuel change, injector repairs have increased.
Loss of Corrosion Resistance
Equipment Manufacturers Institute (EMI) reports that ULSF can lose natural antioxidants that help prevent the fuel from forming gums & sludges. Antioxidant properties are vital in modern fuel systems that are exposed to higher operating temperatures. ULSF becomes less stable with the additional sulfur processing. "Fuel stability" is a term used to describe fuel's resistance to the formation of gums and insoluble oxidation products. Fuels with poor oxidation stability contain insoluble particles that can plug fuel filters. This may lead to decreased engine performance or engine stalling from fuel starvation. Oxidation is thought to cause the premature deterioration of older seal material and cause leaking of injectors when the sulfur content in diesel fuel is drastically lowered.
A Chevron bulletin tells us that a small number of vehicles may require preventative maintenance in the form of upgrading certain engine and fuel system seals that may not perform well in the transition to the new fuel and could leak. Studies of test fleets have indicated that fuel system leaks are not exclusive to a particular engine type, fuel type or geographic region.
SUMMARY
The additional hydrotreating of diesel fuel to get 15 ppm affects the energy of the fuel, its lubricity, and its corrosion resistance properties. Big oil companies will tell you they treat the fuel to meet lubricity standards, but the only monitoring currently is to determine if the diesel fuel is <15 ppm sulfur. At best, most fuel suppliers use the lowest additive concentration (LAC), which does not always meet the minimum lubricity standards.
ULSF is here to stay and the only defense is a high quality diesel fuel additive. A good additive provides injector & fuel pump lubrication, anticorrosion & seal protection, and restores fuel quality for improved mileage.
Articles used:
"ULSD could trigger other problems besides lubricity" by Jack Peckham
Chevron "New S15 (Ultra Low Sulfur Diesel - ULSD) Regulations"
Healthy Diesel after ByPass
( 3rd article down )
Pros and Cons of Using Biodiesel
( 2nd article down )
Is ULSF as Safe for Diesel Engines as they say? ( 4th article down )
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