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Diesel Fuels
Diesel fuel quality is an important factor in satisfactory engine life and
performance. Fuels must provide adequate combustion without producing
excess contaminates that can harm the engine. Additionally, fuel selection
involves economic and environmental considerations. The availability of
certain grades of diesel fuels may be cost prohibitive or inappropriate for
various applications. This Application and Installation Guide provides
information on the various diesel fuel oil types and how they relate to Cat
engine installations.
SECTION CONTENTS
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
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SECTION CONTENTS
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Diesel Fuels & Diesel Fuel Systems Application and Installation Guide
Control Module (ECM) to control the delivery and timing of the fuel
amount of fuel injected into the injection(s). Similar to some other
cylinders. A solenoid on each systems, the common rail fuel
injector receives voltage signals from system has capability of multiple
the ECM to become energized. The injections for a given combustion
injectors will inject fuel only while event.
the injector solenoid is energized. The main components of a
The ECM controls the amount of common rail system include the
fuel that is injected by varying the high-pressure pump, the high-
signals that are sent to the injectors. pressure lines and rail system, and
By controlling the timing and the the injectors. The low-pressure fuel
duration of the voltage signal, the system utilizes similar components
ECM can control injection timing and to the unit injector fuel system. See
the amount of fuel that is injected. Figure 2 for a schematic of the
common rail fuel system.
HEUI Fuel System
The common rail fuel system does
The Hydraulically actuated
not continually circulate fuel through
Electronically controlled Unit
the entire system like the unit
Injectors (HEUI) use a hydraulic
injector fuel system. Instead, small
pump and engine oil to generate fuel
amounts of fuel are bypassed during
injection pressure, and an ECM to
the injection event. Due to the very
control the pressure and amount of
high pressure in the fuel manifold,
fuel injected into the cylinders.
more heat is put into the fuel than
The operation of the HEUI fuel on previous systems. Because of the
system is completely different from additional heat added to the fuel, it
any other type of fuel system that is is critical that the fuel inlet
actuated mechanically. The HEUI temperature is maintained within
fuel system is completely free of guidelines provided for the engine
adjustment. Changes in performance model. Recommended, and
are made by installing different sometimes required, is the use
software in the ECM. of a fuel cooler to maintain the
appropriate inlet fuel temperature.
Common Rail Fuel System Otherwise, the overheated fuel will
Unlike the MEUI fuel system, in a
have very low viscosity and film
common rail fuel system injection
strength which makes the fuel
pressure is created external to the
system components, especially the
unit injectors in a high-pressure fuel
injectors, more susceptible to
pump which is driven off the engine.
damage from fuel contaminants and
The pump pressurizes a high-
wear, hence the importance of
pressure fuel manifold that runs
proper filtration practices on
along both sides of the engine
common rail engines.
feeding high pressure fuel to the
injectors. The electronic fuel
injectors at each cylinder control the
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Figure 1
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Figure 2
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Figure 3
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Figure 4
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Delivery line - Located near pump, and the return line, carrying
the bottom but not so low as excess fuel back to the tank, should
to pick up collected sediment be no smaller in size than the
or condensation. respective fittings on the engine.
Return line - To carry excess Larger fuel supply and return lines
fuel back to the auxiliary tank. ensure adequate flow if the fuel tank
Should have its outlet baffled supplies multiple engines over 9 m
for the reason described above. (30 ft.) away from the tank or when
Overflow line - Allows excess temperatures are low. Consult
fuel to return to the main tank general dimension drawings for the
in event of overfilling of the sizes for each model.
auxiliary tank.
It is important that the fuel return
Vent line - Allows air pressure
line is sloped down to the tank with
to equalize as tank is drained
no traps or obstructions in the line.
or filled (vent cap should be
If this is not done, the fuel system is
located away from open flame
prone to air-lock with consequent
or sparks).
hard-starting.
Drain valve - Allows removal
of condensate and sediment. The auxiliary tank should be located
Sight glass or float-type gauge so that should be close enough the
- Provides a positive check on level of the fuel when the tank is full
fuel level. is no higher than the injection
To prevent damage to the fuel valves. On electronic unit injector
filter housings, the return line should fuel systems, static pressure on the
have no valves or restrictions to fuel system will cause fuel to leak
allow dangerous pressure buildups. from the injectors leading to
excessive fuel dilution of the engine
Flexible rubber hoses, used as fuel
oil. Static pressure would allow fuel
return lines, should be supported to
to leak into the combustion
prevent closing off over time due to
chambers in the event of injection
weight of the hose and fuel. Hard
valve leakage. The tank to the engine
fuel lines prevent this problem, but a
so that the total suction lift to the
flexible connection is still required to
transfer pump with the fuel at low
isolate vibration between the line and
level, plus the line loss of the supply
the tank.
line, is less than the fuel pumps
A nonflammable tank mounting will maximum suction lift capability. This
maximize fire protection. figure should be minimized for better
The overflow line should be at least starting. A float valve or solenoid valve
two pipe sizes larger than the fill line. in this type of day tank regulates the
To simplify engine maintenance, a fuel level to keep it below the level of
shut-off valve in the supply line is the injectors.
useful. Note: For C175 installations that are
The delivery line, carrying the fuel set up such that excess fuel from
to the engine-mounted fuel transfer the engine returns to the main tank
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
and also require the fuel supply day required to be installed in the return
tank to be located higher than the line to prevent fuel drainage and loss
main tank, a check valve may be of prime. Reference REHS4726.
Figure 5
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Figure 6
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described above the atmospheric Note: For C175, primary fuel filters
pressure is helping the fuel into are standard.
the vacuum, but as the elevation In many cases, the auxiliary pump
gets greater, the atmospheric will be driven by an electric motor
pressure decreases and the and therefore needs a regulator
available lift will also decrease. valve so that the fuel flow can
Refer to Table 3. match the engine speed.
Note: This table does not apply to Example:
C175. Reference instructions in A power plant with one (1) 3516B
REHS4726.
diesel generator set, rated for
1145 bkW (1560 bhp) at 100%
Atmospheric Available load. The fuel rate for the engine is
Elevation
Pressure Lift 284 L/hr (75 G/hr) as found in TMI.
meters feet kPa psi meters feet
The time between tank refills is
0 0 101.3 14.7 5.18 17.0
based on weekly fuel tanker truck
305 1000 98.0 14.2 4.87 16.0
deliveries, so refill time is 168 hours.
610 2000 93.8 13.6 4.70 15.5
915 3000 90.3 13.1 4.57 15.0 The fuel tank for this genset is
1220 4000 86.9 12.6 4.40 14.5 located 22 m (72.2 ft) horizontally
1525 5000 83.4 12.1 4.26 14.0 and 2.5 m (8.2 ft) vertically (below)
1830 6000 80.7 11.7 4.10 13.5 from the engine. This situation
exceeds the fuel system
Table 3
requirements discussed in Auxiliary
Auxiliary Fuel Tanks, therefore, an auxiliary
An auxiliary transfer pump is pump is needed.
required when the service tank or Solution:
day tank is located further away, TMI indicates that the fuel flow at
horizontally or vertically, than the rated speed is 1260 L/hr (333 G/hr)
engine driven pumps lift capability. @ 1200 rpm.
Special considerations must be The auxiliary transfer pump
given to the auxiliary transfer pump required for this sample installation
when dealing with electronic engines must be able to deliver fuel at
and the 3500 engine family. Refer to 1260 L/hr (333 G/hr) at a pressure
technical data for the engine's fuel of 34.5 kPa (5 psi).
pump capacity to determine sizing
Emergency
auxiliary fuel transfer pumps.
Many marine applications require
A primary filter must be installed the capability to connect an
before the auxiliary pump and as emergency fuel oil transfer pump
close as possible to the tank. into the engines fuel oil system.
Cat engines can be provided with
these optional connections when
necessary.
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and the design of the pipes should the fuel. The sludge formed by
accommodate these requirements. chemical action is extremely harmful
Purging to the engines internal components.
Purging should take place both in Pipes, hoses and fittings must be
the supply and the return line. mechanically strong and resistant to
deterioration due to age or
Siphoning & Check Valves
environmental conditions. They must
Siphoning can occur in full fuel
also be airtight to avoid entry of air
pipes when the one end of the pipe
into the suction side of the fuel
is placed in the fuel and the other
system. A joint, which is leak-tight
end is below the level of fuel.
to fuel, can sometimes allow air to
Siphoning is a flow of fuel in the
enter the fuel system, causing
pipe without the help of pumps. It
erratic running and loss of power.
can occur in supply and return lines.
Siphoning is most likely to occur Sizing
after a fuel line failure, which can be Sizing of pipes, hoses and fittings
due to corrosion, fire or a cut from must be adequate to minimize flow
foreign objects or collision force. loss.
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Whenever possible, route fuel lines Clean fuel is necessary for depend-
down low, so any potential leakage able engine performance. Engine
will be confined to the fuel tank base filters protect the fuel injection pumps
or floor space. Leaks from overhead and nozzles and should never be
fuel system components may fall onto removed or bypassed. The compare-
hot machinery, increasing the ison in Figure 7 demonstrates the very
likelihood of fire danger. tight clearance in the fuel system and
the size of visible particles.
Route fuel lines to avoid crossing
paths and walkways. Protect fuel
Sizes of Particles
lines from abrasion and damage.
Whenever possible, route fuel lines
so they are visible for leak checking.
For electronic unit injector fuel
systems, supply line pressure must
decay to atmospheric pressure after
engine shut down. Any sustained
static pressure on the fuel system
when the engine is not operating will
cause excessive fuel to oil dilution.
Figure 7
Fuel Filtration Systems
Clean fuel that meets Caterpillar Primary filters will extend engine
fuel recommendations provides filter and transfer pump life. Water
outstanding engine service life and and sediment traps can be included
performance. The use of lesser fuels upstream of the transfer pump, but
is a compromise and the risk is the pump flow must not be restricted.
users responsibility. Fuels not
meeting Caterpillar's minimum
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Figure 9
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Figure 10
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Diesel Fuels & Diesel Fuel Systems Application and Installation Guide
Appendix 1
surrounding environment due to the
Day Tank Sizing (When Day temperature difference between the
Tank Serves as a Heat Sink) fuel mix temperature and the
ambient temperature. This
The fuel supply temperature must convective heat transfer then
be within specified limits for determines the resultant tank
optimum injector life and maximum temperature. The fifth step evaluates
power capability. the impact of the final fuel supply
Fuel systems without fuel coolers temperature on the engines
rely on the day tank to dissipate the maximum power capability.
heat of fuel returning from the The included example calculations
engine. Day tank temperatures are should only be used to provide
affected by the following conditions. general guidance. If the day tank
Day tank wetted surface area size is marginal, use a fuel cooler.
(including tank bottom) To simplify the following
Engine(s) fuel consumption calculations, it is assumed the day
rate tank walls are surrounded by free
Day tank replenishing level moving air. If the tank walls are
Storage tank fuel temperature contiguous to the shell plating, heat
Ambient temperature transfer from the day tank will be
Spaces contiguous to the day enhanced. Conversely, if the day
tank (void tanks, cofferdams, tank is bounded by void spaces and
vessel shell plating, etc.) cofferdams, heat rejection from the
Return fuel temperature day tank will be retarded. Typically,
Tank temperature calculation are most day tanks are located with
performed in five [5] steps. The first various combinations of the
determines the fuel mass in the tank preceding boundary elements. The
at each time interval. The second individual performing the evaluation
step is based on a fuel mix must be familiar with the installation
temperature resulting from the as well as the fundamental
engine driven transfer pump flow engineering concepts of the formulas
rate to the engine and the return used in the calculations.
flow rate to the day tank. The third
step determines the day tank fuel Day Tank Calculations
height for each incremental time The following information is
element. Typically, the calculations required to perform the calculations:
will be based upon a 30-60 minute Engine model
iterative time function. The end Engine developed power
point for the calculation is assumed (MCR or CSR)
to be when the day tank is refilled. Engine speed
The fourth step approximates the Brake specific fuel
heat transfer from the tank to the consumption (bsfc)
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Initial day tank fuel Assume that the day tank will be
temperature replenished from the fuel storage
Storage tank fuel temperature tanks when the day tank level falls
(Make-up) to approximately 50-55% of normal
Ambient air temperature operating capacity.
Day tank length, width, and Some of the data above must be
height converted to other units prior to
Typical full day tank fuel beginning calculations. The following
height (assume 95% of tank formulas can be used:
capacity)
1. Engine Driven Transfer Pump
Engine fuel transfer pump
Mass Flow Rate = Mxfer (lb/min)
flow rate (see TMI)
Assume: #2 DO with an API
Fuel heat rejection from the
gravity of 35 (7.1 lb/gal)
engine (see TMI)
Mxfer = qxfer x 7.1 lb/gal =
Incremental time element 19.0 gpm x 7.1 lb/gal =
Day Tank Thermal Capacity 134.9 lb/min
Calculation 2. Engine burn rate under full load
Example: conditions:
Application: Single main a. Burn rate (gpm)
engine
Engine Model: 3612 bsfc x bhp x 1 Hr.
Rated Power: 4640 bhp (CSR) =
Fuel density x 60 min.
Rated Speed: 900 rpm
bsfc: 0.326 lb/bhp-hr
0.326 lb/bhp-hr x 4640 bhp x 1 hr.
Initial Day Tank Fuel =
7.1 lb/gal. x 60 min.
Temperature = 85F
Storage Tank Temperature =
85F = 3.55 gpm
Ambient Air Temperature =
95F
Day Tank Dimensions: b. Fuel mass flow burn rate
o Length (L) = 12 ft. = MBR (lb/min)
o Width (W) = 8 ft.
o Height (H) = 8.42 ft. = 3.55 gpm x 7.1 lb/gal
Fuel Height (@ 95% of total
Capacity) (H) = 8 ft. = 25.21 lb/min
Engine Fuel Oil Transfer Pump
Flow Rate: qxfer = 19.0 gpm
Heat rejection from engine to
fuel oil: Q = 1252 Btu/min
Incremental time element: t =
60 min.
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Step 1
3. Engine fuel return rate under full Calculate the fuel mass in the day
load conditions: tank at specific time intervals:
a. Fuel return flow rate Day Tank Fuel Quantity = MDT -
= qrtn (gal/min) (MBR x t)
Where:
= Supply rate - burn rate MDT = Day tank contents at a
specific time step (lbs)
= 19.0 gpm - 3.55 gpm
MBR = Engine fuel consumption
= 15.45 gpm (lb/min)
t = Incremental time step (min)
b. Fuel return mass flow rate Assume the day tank is replenished
= Mrtn (lb/min) at 55% of initial quantity of fuel.
Prepare a table of volumes as shown
= 15.45 gpm x 7.1 lb/gal below for this example. Refer to
Table 5.
= 109.70 lb/min
Incremental Tank Fuel Capacity
4. TENG of fuel = (Tsupply - Trtn) Time (Min) Quantity (lb) (%)
0 40258.6 100.0
Q 60 38746.0 96.2
TENG =
Mrtn x Cp 120 37233.4 92.5
180 35720.8 88.7
240 34208.2 85.0
1252 Btu/min 300 32695.6 81.2
=
(109.70 lb/min x 360 31183.0 77.5
0.5 Btu/lb-F) 420 29670.4 73.7
480 28157.8 69.9
MDT = L x W x H x pDO = 12 ft x
8 ft x 8 ft x 52.42 lb/ft3 =
40258.6 lb.
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Step 2
Calculate the fuel oil mix temperature (Tmix):
MDT(t -1) - [(Mxfer x t)] TDT(t -1) + (MRTN x t) x (TDT(t -1)+ TENG)
MDT(t -1) - (MBR x t)
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
Step 4
Calculate the heat transferred between the fuel in the day tank and the
atmosphere, the T of the fuel in the day tank due to the heat transfer, and
the resulting fuel day tank temperature.
a. Heat transferred between the day tank and the atmosphere:
(TMIX + TDT)
QTK = U x [ (H x (2L + 2W) + (L x W) ] x [ TAMB -
2 ] xt
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(88.9 + 85)
QTK =0.0424 x [7.7 (40) + 96] x [ 95 -
2 ] x 60
QTK = 8283.6 Btu
Example b.:
QTK
TDT =
MDT x Cp
8283.6 Btu
TDT =
(38746.0 lb) (0.5 Btu/lb F)
Example c.:
TDT = TMIX + TDT
TDT = 88.9 F + 0.43F
TDT = 89.3 F
This series of calculations is then repeated
for the subsequent incremental time steps.
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Prepare a summary table for each time increment (t) as shown in Table 8.
Incremental Time Heat Rejection to/from Temperature Chg. in Day Tank Temperature
(min) Day Tank (Btu) Day Tank (F) (F)
0 - - 85.0
60 8283.6 0.43 89.3
120 4069.7 0.22 93.2
180 -4.0 0.00 97.1
240 -4022.0 -0.24 101.3
300 -7966.3 -0.49 105.6
360 -11818.7 -0.76 110.2
420 -15561.4 -1.05 114.9
480 -19257.8 -1.37 120.0
540 -22802.6 -1.71 125.2
600 -26253.3 -2.09 130.8
660 -29655.5 -2.51 136.8
720 -32973.6 -2.98 143.1
Refill - - 116.9
Table 8
The last part in Step 4 determines the day tank temperature after refilling
(TDT refill):
Where:
MDT full = Capacity of day tank, (lb)
MDT tn = Fuel in day tank prior to refilling, (lb)
TMUF = Temperature of make-up fuel, (F)
TTK n = Temperature of tank fuel prior to refilling, (F)
Example:
[(40258.6 - 22107.4) x 85] + (22107.4 x 143.1)
TDT refill =
40258.6 lb
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Step 5
The last step calculates the Corrected
Incremental Day Tank
maximum power capability of the Engine Power
Time (min) Temp. (F)
(bhp)
engine at the resultant day tank
temperature for each time interval. 0 85.0 -
A summary table for each increment 60 89.3 4625
(t) is also prepared and shown in 120 93.2 4607
Table 9: 180 97.1 4588
240 101.3 4569
Note: The engines are power set at
300 105.6 4549
the factory with 30 3C (86
360 110.2 4528
5F) fuel to the engine transfer
420 114.9 4506
pump. Higher fuel temperatures 480 120.0 4482
reduce maximum power capability. 540 125.2 4458
The fuel stop power reduction is 1% 600 130.8 4432
for each 5.6C (10 F) fuel supply 660 136.8 4405
temperature increase above 30C. 720 143.1 4375
If the engine is operating below the Refill 116.9 4497
fuel stop limit, the governor will add
fuel as required to maintain the Table 9
required engine speed and power.
Conclusion
[1 - ]
(TDT - Tref ) 1 The previous calculations indicate
Pcorr = Prated x X
10F 100 day tank fuel temperatures can have
an effect on the maximum power
Where: capability of the engine. The example
Pcorr = Corrected Engine Power, was based upon a fixed pitch propeller
bhp application. Typically, a fixed pitch
propeller is selected and sized to
Prated = Rated bhp absorb 85-90% of the engine's name
Tref = 86 (Power setting) plate rating. In this example, this
TDT = Actual day tank fuel would equate to 3950-4175 bhp. The
temperature, F lowest calculated corrected power
was determined to be 4375 bhp. This
Example:
would leave a 5-10% power margin
For t = 60, the corrected power of
and vessel performance would not be
the engine is:
affected.
While vessel performance may not
Pcorr = 4640 bhp x [ 1- (89.3F - 86F)
10F
X
1
100 ] be affected in this example, the max-
imum fuel temperature of 143.1F
will put the fuel viscosity near or
Pcorr = 4625 bhp
below the minimum allowable
viscosity of 1.4 cSt at the injectors
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
depending on the type of distillate fuel Aside from the impact on engine
being used. In addition, the temp- performance, maximum fuel tank
erature of the fuel in the tank after temperatures are also established
refill is now 116.9F instead of 85F by various marine classification
as used at the beginning of the societies and regulatory bodies.
iteration. Therefore, continued Their interest is based upon the
operation at full load on this fuel tank increased risks of fire that results
would cause the fuel temperature to from elevated fuel temperatures.
rise even higher than the maximum
temperature shown in this iteration.
To protect the fuel injectors a fuel
cooler should be used in this
application, despite the fact that
available engine power is still
acceptable.
Useful Fuel Formulas and Data
The following information can be useful in sizing fuel coolers and heaters:
Specific Gravity (SG) and Density
API Gravity = (141.5/SG) - 131.5
Density
SG =
998 kg/m3
Density (kg/m3) = SG x 998 kg/m3
1 lbm/ft3 1 ft3
Density (lbm/gal)= SG x 998 kg/m3 x x
16.02 kg/m3 7.48 gal
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
Appendix 2
components and to permit
Crude Oil Fuel satisfactory starting capability.
Note: Crude oils are not suitable for The same diesel power ratings may
use as fuel in all engine applications. not always apply for Cat engines
The suitability of these fuels for use burning crude oil. Reasonable engine
is determined on a case-by-case service life can be achieved when
basis. A complete fuel analysis is proper procedures are followed.
required. However, the greater risks involved
NOTICE: Use of permissible crude make it good practice to include
oil fuels can result in higher slightly higher than normal
maintenance costs and in reduced maintenance costs when figuring the
engine service life. overall economics to be gained.
NOTICE: Caterpillar does not A fuel analysis should be
recommend using any of the heavier performed. Include a distillation
fractions such as residuals or curve. Operation at light load is not
bottoms in engines that are recommended. On occasion,
configured to use distillate diesel operation at 50% load has
fuel. Failure to follow this reportedly caused smoking.
recommendation will result in severe Engines for crude oil fuel operation
wear of components and engine should be equipped with higher
failure. temperature thermostats, bypass
Residual fuels or blended fuels centrifugal oil filter, and fuel injector
with residuals are unsuitable pushrod keepers.
because they have a high viscosity
Pretreatment of Crude Oils
range, low ignition quality and high
1. The crude may contain excessive
vanadium and sodium contents that
amounts of sediment and water
shorten engine life. Such fuels may
that will require removal before
cause high wear rates in the fuel
they get to the engine. This can
system, on the piston rings, cylinder
usually be accomplished with a
liners, and exhaust valves. Also,
settling tank, Figure 11, a
filter problems and deposits in the
centrifuge or special filtering
piston ring belt may be evidenced.
equipment or a combination of
Special crude oil fuel pretreatment these methods. The crude may
equipment may be required and is also contain solid particles of
available from suppliers of fuel wax at ambient temperature that
treatment equipment. Also, it may would plug the filters rapidly. It is
be essential to start and stop the impractical to try to remove the
engine on a better quality, ASTM wax, but the crude can be heated
No. 2-D type fuel to prevent sufficiently to dissolve it. The
plugging and sticking fuel system amount of heat needed will vary
from one crude to another and
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Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
2013 Caterpillar
Page 48 All rights reserved.
Diesel Fuels & Diesel Fuel Systems Application and Installation Guide
2013 Caterpillar
All rights reserved. Page 49
Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
viscosity is used, cooling of the fuel may be required to maintain 1.4 cSt or greater viscosity at the fuel injection
pump. Fuels with a high viscosity might require fuel heaters in order to bring down the viscosity to either 4.5 cSt or
less for rotary fuel injection pumps or 20 cSt viscosity or less for other fuel injection pumps.
(3) Via Standards tables, the equivalent specific gravity using the ASTM D287 test method temperature of
15.56C (60F) for the minimum API gravity of 30 is 0.8762, and for the maximum API gravity of 45 is 0.8017.
The equivalent kg/m3 (kilograms per cubic meter) using the ASTM D287 test method temperature of 15.56C
(60F) for the minimum API gravity of 30 is 875.7 kg.m3, and for the maximum API gravity of 45 is 801.3 kg/m3.
(4) Follow the test conditions and procedures for gasoline (motor).
2013 Caterpillar
Page 50 All rights reserved.
Diesel Fuels & Diesel Fuel Systems Application and Installation Guide
Reference Material
The following information is
provided as an additional reference
to subjects discussed in this manual.
REHS4726
Special Instruction
SEBD0717
Diesel Fuels and Your Engine
SEBU6251
Cat Commercial Diesel Engine
Fluids Recommendations
SEBU7003
3600/C280 Diesel Engine Fluids
Recommendations for Lubricants,
Fuels, and Coolants
REHS0104
Guidelines for 3600/C280 Heavy
Fuel Oil (HFO) Engines
SENR9620
Improving Component Durability:
Fuel Systems
WECAP
Web Engineering Cataloging and
Procuring website
2013 Caterpillar
All rights reserved. Page 51
CAT, CATERPILLAR, their respective logos, Caterpillar Yellow, the
Power Edge trade dress as well as corporate and product identity used herein,
are trademarks of Caterpillar and may not be used without permission.