PERFORMANCE TEST DATA FOR LUBE PRO RB-11EC

Transcription

1 Introduction PERFORMANCE TEST DATA FOR LUBE PRO RB-11EC 1. INTRODUCTION 2. TREAT RATE 3. KEY FUNCTIONS 4. TYPICAL PROPERTIES 5. SUPPORTING INFORMATION 5.1 Lubricity 5.2 No-harm testing 6. HANDLING, STORAGE AND USE 7. QUALITY ASSURANCE 8. PRODUCT SUPPORT AND TRAINING Performance Data for Bell Performance Page 1 of 15

2 Introduction 1. INTRODUCTION is a non-metallic, non-acidic, phosphorus-free diesel lubricity additive available through Bell Performance to enable refiners to maintain diesel lubricity quality when low sulphur fuels are introduced. The additive has been developed to meet the Industry s most stringent performance requirements and includes the following components: proprietary fully synthetic lubricity additive aromatic hydrocarbon solvent 2. TREAT RATE The recommended treat rate for ranges between 5 and 2, depending upon the lubricity performance level required and the severity/responsiveness of the base fuel. 3. KEY FUNCTIONS At the recommended treat rate, lubricity additive demonstrates the following: performance in the stringent Bosch pump rig lubricity test excellent response in the High Frequency Reciprocating Rig (HFRR) bench test good response in the Scuffing Load Ball on Cylinder Lubricity Evaluator (SLBOCLE) bench test protection against corrosion complete absence of interaction with engine lubricants complete absence of interaction with fuels and fuel additives complete compatibility with the constituent materials of the engine and fuel system. Performance Data for Bell Performance Page 2 of 15

3 Supporting information 4. TYPICAL PROPERTIES Typical physical and chemical properties of are given below: Property Lube Pro RB-11EC Method 15 C, kg/l.977 EL-13 1 Kinematic 2 C, 4 C, cst ASTM D445 Flash point, C 7 ASTM D93 2 Pour point, C -24 IP 15 Acid number, mg NaOH / g < 2 EP EL-13 Digital density meter 2 ASTM D93 Pensky-Martens closed cup 3 EP Colorimetric titration 5. SUPPORTING INFORMATION The performance of has been proven in pump rig tests and supported by laboratory performance and no-harm studies. Testing has been performed using European fuels of <.5 % wt. sulphur unless otherwise stated. The following sections summarise the supporting data available. 5.1 Lubricity Industry accepted and Industry standard test procedures were used to demonstrate the lubricity performance of. The work has been carried out both in-house and independently in Europe and the USA. Pump rig testing Pump rig testing is increasingly becoming accepted as the principal alternative to field testing for the evaluation of lubricity additives. Independent data generated by APL, Germany, using a Bosch VE rotary injection fuel pump, operated for hours according to the Bosch recommended cycle (see Figure below) and rated by Robert Bosch GmbH, has demonstrated the lubricity improving performance of.

4 Percentage Introduction Rated pump speed Load Duration, s A severe German low sulphur fuel which had been shown to cause significant wear to pumps of this kind (Bosch rating 6-7) was chosen to assess the performance of by this test. The HFRR performance of the same fuel with and without is given below for reference. Basefuel Basefuel + Basefuel +133 HFRR results Wear scar diameter, mm The pump performance of the same fuel treated with the above two levels of is shown below: Pump wear measurement Cam plate centre Governor flyweights/butting ring Visual inspection Cam plate and rollers Roller bolts and contact points Cam plate claws 3. µm < 1 µm Good condition Little fretting Normal appearance µm < 1µm Slightly increased polishing Normal polishing Normal appearance Bosch rating Bosch rating scale: - 1 new pump 3.5 limit for acceptable wear 1 catastrophic failure The above results show that is extremely effective in preventing pump wear. A full report can be provided if required.

5 Mean WSD, mm Speed, km/h Vehicle testing Introduction To further assess the performance of series additives, vehicle testing using a severe driving cycle was performed. A pair of VW Golf 1.9 litre indirect injection vehicles equipped with Bosch VE rotary injection pumps were operated for km according to the drive cycle detailed below. The pumps were rated by Robert Bosch GmbH after both 5 km and km. The fuel used was a Swiss EN 59 fuel containing 299 mg/kg sulphur Time, s Inspection of the pumps at 5 km and km demonstrated that the fuel containing an Iadditive package which delivers 92 LUBE PRO RB-11EC provided excellent protection against pump wear. HFRR WSD, mm Bosch 5 km Bosch km None HFRR 6 C testing In-house and independent data obtained using the CEC-F-6-A-96 procedure demonstrate the effectiveness of at reducing wear scar diameters UK low S UK low S UK low S Finnish summer Swedish Class 1 Italian low S Japanese low S Japanese low S

6 Introduction The data demonstrate that low sulphur diesel fuels from Europe and Japan treated with low levels of can easily achieve the initially proposed.45 mm ISO limit and the more severe.4 mm limit being advocated by Bosch. Further HFRR testing has been performed to demonstrate that ageing prior to blending into fuel and that ageing pre-additised fuel will not affect the lubricity improving performance. A sample of was stored in a breathing container for 5 weeks at 5 C. The aged additive was blended into fuel at 5 and. Results are detailed below. Mean Wear Scar Diameter, mm Before ageing After ageing European Low Sulphur Diesel A European Low Sulphur Diesel B European Low Sulphur Diesel C Fuels treated with 5 were stored at ambient temperature for 3 months and then retested for HFRR performance. Results are detailed below. Before ageing Mean Wear Scar Diameter, mm After ageing European Low Sulphur Diesel A European Low Sulphur Diesel B European Low Sulphur Diesel C It is apparent from these results that does not lose performance when stored either neat or when additised in fuel. Further HFRR testing was also performed to demonstrate that wet fuels responded equally well to addition as dry fuels. This is shown below. European Low Sulphur Diesel D Swedish Class 1 Water, mg/kg Mean Wear Scar Diameter, mm

7 Introduction SLBOCLE testing has also proved to be effective at improving fuel lubricity as measured by this scuffing modification of the traditional BOCLE test. Fuel sample Scuffing load, g Arctic diesel It can be seen that that proposed limits of 3 g - 33 g are achieved at relatively low additive concentration. 5.2 No-harm testing A large amount of no-harm testing has been performed to demonstrate that does not adversely affect other fuel properties and that it can be packaged with and incorporated into fuels alongside detergent additive packages with no loss in performance to either additive. Additional testing has also been performed which demonstrates that does not interact with engine lubricants or other lubricity additives and that low level contamination with will not impact upon jet fuel quality. Effects of in Diesel Performance Packages Compatibility in Cetane Number Improver (CNI) and non-cni containing packages Detergent packages are formulated and rated for separation after 5 days storage at various temperatures. A pass is achieved if <.5 % sediment or separation is observed. Temperature Non-CNI package + Result after 5 days CNI package + Ambient Pass Pass -1 C Pass Pass 4 C Pass Pass It can be seen that is fully compatible with detergent packages.

8 Effect of packaging on the lubricity performance of Introduction HFRR 6 C studies were performed to establish the effect on lubricity improving performance of with detergent additives. WSD, mm Low Sulphur Diesel D Low Sulphur Diesel D + detergent Finnish Summer Diesel Finnish Summer Diesel + detergent The results demonstrate that no loss in lubricity improving performance is observed when is combined with detergent additives. Effect on corrosion performance The effect of on the corrosion performance of diesel fuel has been evaluated using the ASTM D665A procedure. ASTM D665 A % Corrosion Rating European Low Sulphur Diesel D 65 D C European Low Sulphur Diesel E 6 D + 15 B It can be seen that at concentrations used for lubricity improvement, can reduce rust formation, using this test procedure. In addition, has been tested for its effect upon the copper corrosion tendency of diesel fuel using the ASTM D13 procedure. ASTM D13 5 C C European Low Sulphur Diesel E 1a 1a + 1a 1a It can be seen that at concentrations used for lubricity improvement, has no effect upon copper corrosion.

9 Effect on oxidation stability Introduction The effect of on the oxidation stability of diesel fuel was evaluated using the ASTM D2274 procedure. Adherent insolubles, mg/ ml Filterable insolubles, mg/ ml Total insolubles, mg/ ml European Low Sulphur Diesel E No effect on the oxidation stability is observed with use of. Effect on antifoam performance The effect of on the foaming potential of diesel fuels with and without antifoam additives has been studied using a standard bottle shaking test and the French BNPé procedure. The bottle shaking test entails vigorously shaking the fuel and measuring the foam collapse time. The BNPé test uses compressed air to force fuel through a nozzle into a measuring cylinder. Initial foam volume and collapse time are measured. The concentration tested was. Bottle Test Clearance time, s % improvement European Low Sulphur Diesel D antifoam package antifoam package BNPé Test Foam, ml % Improveme nt Clearance time, s % Improvement European Low Sulphur Diesel D antifoam package antifoam package It is apparent that does not affect the action of antifoam additives.

10 Effect on water reaction The effect of at on the water reaction of fuels with and without detergent additive packages has been studied using the ASTM D194 procedure. ASTM D194 test 5 mins, ml 2 ml water, mins Interface rating Introduction European Low Sulphur Diesel D 2 < 1 1b b 2 + detergent package detergent package b 2 Fuel rating This test demonstrates that does not promote the formation of fuel/water emulsions in basefuels or in the presence of detergent additive packages. Effect on cold temperature properties The effect of on cloud point and cold filter plugging point (CFPP) of diesel fuels was studied to determine if additive use had any adverse effects. Results are detailed below. European Low Sulphur Diesel A European Low Sulphur Diesel B European Low Sulphur Diesel C Cloud Point, C CFPP, C It is apparent that has no effect on the cold temperature properties of diesel fuels. Effect on cetane number The effect of on the cetane number of diesel fuel was evaluated using the ASTM D613 procedure. European Low Sulphur Diesel E Cetane Number has no effect on fuel cetane number.

11 Effect on detergency Introduction The effect of on the detergency performance of diesel fuels has been studied using the European CEC PF 23, Peugeot XUD9 1.9 l nozzle fouling procedure. Lube Pro RB-11EC use concentration was. Fuel Additive mm lift, % European Low Sulphur Diesel D None detergent package detergent package + Accounting for test precision, does not influence base fuel fouling and has no effect upon the performance of detergent additives. Effect on emissions Independent testing was performed in Sweden to ensure that packages containing Lube Pro RB- 11EC series additives do not increase vehicle exhaust emissions when compared to base fuel. A 1.9 litre VW Golf was driven over the modified 7/22/EEC driving cycle (4 second idle omitted) using Swedish environmental Class 1 fuel treated with a package delivering 2 Lube Pro RB- 11EC. The emissions tests were performed in triplicate and the results compared to those observed with untreated fuel. Results showed that no increase in regulated emissions occurred when using additive treated fuel. Polyaromatic hydrocarbon (PAH) emissions were similarly unaffected in both semi-volatile and particulate phases. Semi-volatile and particulate extracts were also analysed to ensure that the use of additive did not increase biological effects in Ames and 2,3,7,8-tetrachlorodibenzo-p-dioxin (TCDD) receptor affinity tests. The results indicated that neither mutagenicity nor dioxin affinity were affected by additive use. An independent report can be provided if required. Effect on fuels containing excise markers The effect of on the ability to detect excise markers in fuel has been studied. Testing has demonstrated that will not interfere with the detection of furfural, quinizarin or coumarin by their respective IP detection methods. Effect on fuels containing other lubricity additives The effect of on the performance of other commercial lubricity additives has been studied. Testing has demonstrated that no adverse reactions result when fuels treated with are commingled or adulterated with fuels containing other non-acid or acid based lubricity additives.

12 Introduction Effect of on Lubricating Oil Interaction has been studied for lubricating oil interaction by a number of different test procedures of varying severity and relevance, the majority of which have been specifically designed to discriminate against additives of an acidic nature. Test 1 (Neste Oy) - Mix 5 ml of additised diesel fuel with 1.5 ml of used crankcase lubricant. Store at 8 C and inspect for production of sticky carbonaceous sediment. Additive Concentration, Rating = No sediment Test 2 - Mix 7 ml fuel, 7 g lubricity additive and 35 g new crankcase lubricant. Store at room temperature on the bench and inspect daily for sedimentation, separation, gel or cloud formation. Additive 1 2 Rating P P P P P P P P =Pass F=Fail 6 Test 3 - Mix 3 g lubricity additive with 3 g new crankcase lubricant. Store at 5 C in the dark and inspect after 2-3 hours and then periodically for sedimentation, separation or gel formation. Additive 1 2 Rating P P P P P P P P=Pass F=Fail Test 4 - Mix 1 g of lubricity additive and 1 g new lubricant. Store at 9 C for three days. Dilute the mixture with 5 ml diesel fuel and filter through a.8 µm filter using a vacuum of 2 mbar. If the filtration takes longer than 5 minutes the additive is deemed to have failed. 6 Additive Filtration time, s Result 8 Pass It can be seen that does not interact with lubricants in a range of tests, some of which are extremely severe.

13 Introduction Effect of Lube ProRB-11EC on Jet Fuel Properties The effect of low levels of on jet fuel quality, specifically Microseparometer (MSEP), conductivity and Jet Fuel Thermal Oxidation Test values, has been studied to determine if slight contamination of jet fuel with treated diesel fuel or possible desorption of from fuel transport pipeline walls will have an adverse effect on these performance criteria. MSEP testing Fuel Stadis 45, LUube Pro RB-11EC, MSEP value Clay treated Jet A Conductivity testing Fuel 21 C, ps/m Initial Jet A-1 + Stadis JFTOT testing (26 C) Fuel P, mm Tube rating Clay treated Jet A < It is apparent that low concentrations of do not affect the MSEP, conductivity or JFTOT results of jet fuel within the precision of the test procedures.

14 Handling, storage and use Quality assurance 6. HANDLING, STORAGE AND USE Additive stability contains the necessary amount and type of solvent to ensure complete stability over prolonged storage periods. Materials compatibility is fully compatible with engine and fuel system materials. A range of plastics and rubbers were examined by monitoring changes in mass, dimensions, appearance and hardness caused when these materials are immersed into a series of commercial additive treated fuels, including certain oxygenated components. The plastics included nylon 66, nylon 11, nylon 12, polyoxymethylene homopolymer known as Acetal, high density polyethylene (HDPE), polybutylene terephthalate (PBT), polyurethane (PU) and polyester (PET). The rubbers included nitrile, nitrile-pvc, epichlorohydrine, fluorocarbon known as Viton and fluorosilicone. 7. QUALITY ASSURANCE Bell Performance, Inc. specialises in the manufacture and supply of a range of chemicals to the oil, chemical and related industries. The Quality Policy of the Company is to provide products and services that meet or exceed customers' requirements, whilst satisfying legal and contractual requirements. The Fuel Technology Centre at Bletchley is responsible for the development and testing of petroleum additives. It undertakes investigations to study the effect of additives on fuels, engine performance and exhaust emissions. It controls the blending operations carried out by approved sub-contractors for the supply of petroleum additive packages. Test work is performed at the Fuel Technology Centre in laboratories holding accreditation by NAMAS (National Accreditation of Measurement and Sampling). NAMAS is a division of the United Kingdom Accreditation Service (UKAS) and is internationally recognised by accreditation organisations in a number of countries. A wide variety of standard and in-house methods accredited by NAMAS are used to test our products. These include engine tests carried out for performance evaluation as well as laboratory tests to ensure that our products meet agreed specifications. As a supplier of quality products, our laboratories meet all the requirements of BS EN 92. By virtue of our manufacturing processes, reliable and consistent product quality is assured through rigorous control procedures.

15 8. PRODUCT SUPPORT AND TRAINING Bell Performance, Inc. is able to offer full product support facilities including technical training at its facilities in Longwood, Fl. Customer services typically comprise: provision of technical and marketing information on the product advice on product specifications assistance in the development of analytical techniques to detect and monitor additive levels in fuels provision of technical advice on metering equipment for additive blending provision of technical advice during the introduction of the product assistance in the preparation of advertisement and promotional materials.