Test fuel oils, properties

The pour point test is used to determine the lowest temperature at which a fuel can be effectively pumped. However, the pour point value can be misleading, especially when it is used to determine the low-temperature handling characteristics of residual fuel oil and other heavy fuels. Low-temperature viscosity measurements are considered more reliable than pour point values for determining the flow properties and pumpability of these oils. 

While carrying out tests on mosquito larvicides in Florida, Burrell et al, (8) found that oils were not spreading properly on most of the waters in September, and that some type of inhibiting biological film had formed on these breeding areas after control operations had been initiated early in the summer. They compared the spreading properties of Triton X-100 and of a Span 20-Tween 20 mixture (equal parts when used in No. 2 fuel oil) the results are given in Table II. 

Uses a 1993 Ford 8-cylinder commercial engine (4.5L). This test is designed to measure fuel efficiency properties of an engine oil (VIA for ILSAC GF-2. VI B for ILSAC GF-3). 

Table IV gives the properties of the SRC-II fuel oil compared to a low-sulfur residual oil utilized in a recent combustion test. The SRC-II fuel oil is a distillate product with a nominal boiling range of 350-900°F, a viscosity of 40 Saybolt seconds at 100°F and a pour point below -20°F. Thus, it is readily pumpable at all temperatures normally encountered in transportation of the fuel oil. The fuel oil has a very low content of ash and sediment as well as a low Conradson carbon residue. These characteristics are favorable from the standpoint of particulate emissions during combustion. Tests of compatibility with typical petroleum fuel oils and on stability of the coal distillates over time have not revealed any unusual characteristics that would preclude utilization of these coal-derived fuels in conventional boiler applications.

Physical properties of the three test fuels are presented in Table I. Except for the surface tension of No. 6 fuel oil, which was a typical value, all properties were measured for the specific samples tested. The primary differences between the SRC-II middle distillate and the No. 2 fuel were the higher specific gravity, surface tension, and viscosity of the SRC-II. The No. 6 grade fuel, a residual fuel oil, had a much higher viscosity than either of the distillate fuels. Both the SRC-II and No. 2 fuel oil were sprayed at a nominal temperature of 80°F to simulate usage in a non-preheat combustion system. The No. 6 fuel oil was sprayed at temperatures ranging from 150° to 240°F in order to assess spray formation processes and spray quality over a broad range of viscosities. 

The liquids require a hydrorefining step to stabilize their reactive properties, to reduce the asphaltenes and preasphaltenes, to reduce sulfur, nitrogen, and oxygen, and to make the liquids more distillable. The extent of hydrorefining depends on the end use of liquids—fuel oil or chemical feedstocks. The objective of this work is to evaluate the hydrorefining processibility of ORC flash pyrolysis coal tar as a part of the tar characterization task. Results of the initial phase of catalyst screening tests are reported in this chapter. 

Four unleaded fuels were selected for the octane evaluation program. The fuels ranged from a regular grade of leaded gasoline without the tetraethyl lead to Indolene high octane, the unleaded fuel used for emissions certification. Indolene is the trade name for the test fuel manufactured by Standard Oil Co. to meet the specification called out in Ref. 7. Some of the base fuel properties are given in Table I. 

The bio-oil used in the tests was delivered from the project partner BTG in April 2000. For the chemical and physical analysis of bio-oil we used modified standard fuel oil methods. Table 1 shows the chemical and physical properties of the oil. The analysis was carried out in the Institute s chemical laboratory. 

In the early 1930s, tests were developed which characterized petroleum oils and petroleum fractions, so that various physical characteristics of petroleum products could be related to these tests. Details of the tests can be found in Petroleum Products and Lubricants, an annual publication of the Committee D-2 of the American Society for Testing Materials. These tests are not scientifically exact, and hence the procedure used in the tests must be followed faithfully if reliable results are to be obtained. However, the tests have been adopted because they are quite easy to perform in the ordinary laboratory and because the properties of petroleum fractions can be predicted from the results. The specifications for fuels, oils, and so on, are set out in terms of these tests plus many other properties, such as the flashpoint, the percent sulfur, and the viscosity. 

Test methods of interest for hydrocarbon analysis of residual fuel oil include tests that measure physical properties such as elemental analysis, density, refractive index, molecular weight, and boiling range. There may also be some emphasis on methods that are used to measure chemical composition and structural analysis, but these methods may not be as definitive as they are for other petroleum products. 

Density or specific gravity (relative density) is used whenever conversions must be made between mass (weight) and volume measurements. This property is often used in combination with other test results to predict oil quality, and several methods are available for measurement of density (or specific gravity). However, the density (specific gravity) (ASTM D-1298, IP 160) is probably of least importance in determining fuel oil performance but it is used in product control, in weight-volume relationships, and in the calculation of calorific value (heating value). 

The low-density products manufactured in the SMDS process are predominantly paraffinic and free from impurities such as nitrogen and sulphur. Both the kerosine and gas oil have excellent combustion properties (smoke point and cetane number), and their cold-flow characteristics meet all relevant specifications - even the stringent freezing point requirements of aviation turbine kerosine. They also make excellent blending components for upgrading low-quality stock that would otherwise have to be used in fuel oil. The excellent quality of the products was proved in extensive engine tests. 

The objective in this study was to compare the long-term performance of these oils. To do this, changes in chemical and physical properties of the used oils were monitored using American Society of Testing Materials (ASTM) standard test methods [2]. Typically, used engine oil analyses include measurements of viscosity, acid and base numbers, water, glycol, soot, and metals content. In addition to the standard tests, fuel economy, deposit-forming tendencies, and friction and wear characteristics were determined on new and used oil samples in this study. 

Fuel-oil physical properties Limits ASTM test method... 

There are a wide range of liquid filters used in industries, especially in the filtration of fuel, lubricants, and water. Oil filters are required to compliance with international contamination code of cleanliness for the fluid contamination levels (ISO 4406) and corresponding filtration standards (eg, ASTM D3948-14). The required filtration efficiency and dirt holding capacity for the removal of solid particles, water droplets, and water moisture from oil fuel/lubricants depend on the filtration system used, the required cleanliness levels of the oil, and the oil properties (eg, viscosity and surface tension), which influence the fibre wetting process in liquid filtration. Examples of the standards defining the performance requirements and testing methods for fuel and lubricant filtrations are as follows. 

Fuel Oils commercially available 15-25 9 Resistant little or no change in weight small effect on mechanical properties generally suitable for practical use DIN 51603 test mixture A20-NPII... 

For the performance of tribological contacts the important parameters in terms of achieving fuel economy are friction and wear. ZDDP is most commonly used as an anti wear additive plus it often has anti-oxidation properties [1]. The effect of ZDDP on friction performance is often complicated. In the literature, there have been reports where ZDDP formulated lubricants produced higher friction than lubricant formulations without ZDDP [12-16]. Holinski [12] used the Bartel lubrimeter which was designed to test gear oils under boundary conditions. He investigated the effect of boundary layers formed from different additives on friction and wear, and found that when the lubricant is... 

XI.1.1 The low-temperature flow properties of a waxy fuel oil depend on handling and ston conditions. Thus, they may not be truly indicated by pour point. The pour point test does not indicate what haqppens when an oil has a considerable head of pressure behind it, such as when gravitating from a storage tank or being pumped along a pipeline. Failure to flow at the pour point is normally attributed to the separation of wax from the fuel however, it can also be due to the effect of viscosity in the case of very viscous fuel oils. In addition pour points of residual fuels are influenced by the previous thermal history of the specimens. A loosely knit wax structure built up on cooling of Ae oil can be normally broken by the application of relatively little pressure. 

XI. 1.2 The usefulness of the pour point test in relation to residual fuel oils is open to question, and the tendency to regard the pour point as the limiting temperature at which a fuel will flow can be misleading. The problem of accurately specifying the handling behavior of fuel oil is important, and b use of the technical limitations of the pour point test, various pumpability tests have been devised to assess the low-temperature flow characteristics of heavy residual fuel oils. Test Method D 3245 is one such method. However, most alternative methods tend to be time-consuming and as such do not find ready acceptance as routine control tests for determining low-temperature flow properties. One method which is relatively quick and easy to perform and has found limited acceptance as a go-no-go method is based on the appendix method to the former Test Method D 1659 - 65. The method is described as follows. 

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