Technical Dossier Customer Technical Service Powerguard 6520 High Performance Diesel Additive Package Innospec Limited Performance Test Facility Station Lane Millbrook Bedford MK45 2JQ, UK Tel: +44(0)1525 408590 Fax: +44(0)1525 408594 www.innospecinc.com
Contents 1. PRODUCT DESCRIPTION 2. TREAT RATE 3. KEY FUNCTIONS 4. PHYSICAL PROPERTIES 5. SUPPORTING INFORMATION 5.1 Peugeot XUD9 IDI Performance 5.2 Peugeot DW10 HSDI Performance 5.3 Fuel Economy Benefits 5.4 Antifoam Performance 5.5 Corrosion Protection 5.6 Cetane Number Improvement 5.7 Water Reaction 5.8 Filter Blocking Tendency 5.9 Total Contamination 6. HANDLING, STORAGE AND USE 7. PRODUCT SUPPORT AND TRAINING 8. FACILITIES APPENDIX Appendix 1: Appendix 2: Appendix 3: Engine Test Reports Tickford Fuel Economy Test Report Tickford Laboratory Test Reports SGS
1. Product Description POWERGUARD 6520 Powerguard Powerguard 6520 is a chlorine free, multifunctional diesel additive package, developed by Innospec to enable refiners and retailers to maximise diesel quality from available feed stocks, to assist blenders in meeting national fuel specifications and to provide marketers with a cost effective means to differentiate their fuels from competitors products. 2. Treat Rate Powerguard 6520 was recommended for use at various treat rates according to customer requirements ranging from 700 to 200. 3. Key Functions At the specified treat rates, Powerguard 6520 offers many benefits. These include: reduced nozzle fouling in terms of XUD9 performance protection against power loss in modern High Speed Direct Injection Engines protection against fuel filter plugging caused by high speed direct injection engines improved cetane number improved fuel economy protection against diesel fuel foaming improved corrosion protection reduction in filter blocking tendency protection against fuel/water emulsions complete compatibility with the constituent materials of the engine and fuel system
4. Physical Properties Typical physical properties of Powerguard 6520 are presented below: Property Powerguard 6520 Method Appearance Clear Amber Liquid Visual Density @ 15 C, kg/l 0.96 ASTM D4052 Viscosity @40 C, cst 3 ASTM D445 Flash point, C (PMCC) 73 ASTM D93 Pour point, C <-30 IP15 / ASTM D97 5. Supporting Information 5.1 Peugeot XUD9 IDI Performance XUD9, Keep Clean Testing The detergency performance of Powerguard 6520 has been evaluated using the XUD9 engine. Nozzle fouling tests were performed using the Peugeot XUD9 1.9 litre engine according to the CEC F-23-01 test procedure. Fuel Diesel Fuel Treat rate of Powerguard 6520, Fouling @ 0.1 mm needle lift, % % improvement 0 75.0 - Tickford 234 38.0 37 Tickford 700 1.3 74 Tickford As can be seen from the above data excellent keep clean performance is achieved in the XUD9 engine at both recommended treat rates. XUD9, Clean-up Testing The clean-up detergency performance of Powerguard 6520 has also been evaluated using the XUD9 engine. Typical clean-up performance generated is shown in the tables below. Fuel EN590 Diesel Fuel Test Mode Treat rate of Powerguard 6520, Fouling @ 0.1 mm needle lift, % % clean-up Dirty Up 0 73.0 - Clean Up 700 27.0 63
As can be seen from the above data, Powerguard 6520 at the recommended treat rate provides excellent clean-up performance in the Peugeot XUD9 engine test. 5.2 Peugeot DW10 HSDI Performance Work has been carried out to develop an industry standard test representative of modern HSDI engine technology in addition to the current XUD9 test procedure. This engine uses a Peugeot DW10 engine which utilises injector design of prototype Euro 5 technology. The standard test procedure as outlined in the CEC F-98-08 test method however has only currently been validated, in the form of available precision data, using a fuel containing 1ppm zinc. DW10, Keep Clean Testing Testing according to the CEC F-98-08 test procedure has been performed with Powerguard 6520 at a range of treat rates using the 3 rd party Tickford engine testing laboratory. The data generated using a diesel fuel sample is shown in the chart below. 1 0 0 5 10 15 20 25 30-1 Observed Power Loss, % -2-3 -4-5 -6-7 Test Hours Base Fuel + 700 Powerguard 6520 + 234 Powerguard 6520 As can be seen from the above data, the typical DW10 requirement of <2% power loss for modern diesel fuels is comfortably achieved with Powerguard 6520 at a treat rate of 700 Powerguard 6520. At a treat rate of 234 Powerguard 6520, the target of better than base fuel is also achieved
DW10, Clean-up Testing Using a diesel fuel sample, DW10 clean-up testing was also carried out to establish the rate of power restoration achievable with Powerguard 6520 at the recommended treat rate of 700. All tests have been carried out using the CEC reference fuel DF79 + 1ppm Zinc and the chart below demonstrates the excellent performance of Powerguard 6520 0 0 10 20 30 40 50 60-1 Observed Power Loss, % -2-3 -4-5 -6 Test Hours + 700 Powerguard 6520 As can be seen from the data, target for DW10 clean-up of >90% of power restoration is achieved at 700 Powerguard 6520. 5.3 Fuel Economy Benefits By maintaining engine cleanliness and ensuring an engine operates at its optimum design condition, it is possible to demonstrate significant improvements in fuel economy. This section describes the typical performance benefits possible through use of the Innospec detergent technology present in Powerguard 6520. The CEC F-98-08 diesel injector fouling test utilises a Peugeot DW10 engine to measure power loss which is a result of deposit build up reducing the fuel flow through the injector. The measurements are taken at the maximum load condition following each hour of engine running at both part load and full load conditions, and the test concludes after 32 hours of engine operation. The engines are supplied by Peugeot and the fuel system, including the injectors, are supplied by Continental (formally Siemens) and are of a prototype Euro 5 design.
For the investigation into variation of fuel consumption, due to increased injector deposits, an ECU capable of operating in a test cell environment was needed while at the same time being able to adjust the fuelling regime to compensate for reduced fuel flow due to injector deposits. For this purpose a Ford variant of the DW10 engine was used which is identical to the Peugeot variant but crucially an ECU capable of the above adaptive mechanisms was available. A set of the Euro 5 Continental injectors were fitted to the engine and a standard CEC F-98-08 test cycle conducted on base fuel. As this engine and ECU arrangement would compensate for reductions in fuel flow through the injectors due to build up of deposits, interrogation of the ECU software could quantify the effect the deposits were having on fuel demand and consumption specifically at the part load conditions of the test. The parameters under investigation were the quantity of fuel being injected and the accelerator demand position required by the ECU to maintain a given torque. These measurements were taken at the part load sites of the test procedure as at full load maximum demand for fuel and pedal would occur regardless of injector deposits. Testing using the base fuel has shown that over the duration of the test the ECU accelerator position demand increases, as does the quantity of fuel injected to maintain a constant toque at the part load test conditions as the injector deposits build up. Also at the full load test conditions power loss in the range expected with the CEC F-98-08 test is apparent. The testing demonstrates that as deposits start to build in the injectors the throttle position is increasing and with it the level of fuel being injected in order to maintain engine performance. This results in a maximum increased level of fuel usage of 4.3%. The amount of fuel consumed during the dirty-up cycle was approximately 2000L in each case, which is equivalent to approximately 40,000km road operation. Previous visual inspection of fouled injectors has highlighted the impact on fuel flow and the resultant increase in fuel consumption. Fuel Consumption Change Basefuel vs Additive 19.00 18.80 18.60 4.3% Fuel Economy Increase (Kg/h) 18.40 18.20 18.00 17.80 17.60 Equivalent Road Mileage, km 0 Hours 15,000 km 30,000 km 40,000 km Additive Clean-Up
A further feature of the testing demonstrates an additional driveability benefit in that in order to maintain engine power the accelerator pedal positions changes as the deposits build up on the injector. Pedal Position During Dirty Up and Clean Up 50.00 49.00 Dirty-Up Clean-Up 48.00 % 47.00 46.00 45.00 1 8 15 22 29 36 43 50 57 64 71 78 85 92 99 106 113 120 127 Time (hrs) Following additive additional and injector clean up, the pedal position returns to the original starting position ensuring that the driver would not have to press the accelerator down further in order to deliver the same power to the engine. Following additive clean-up it is concluded that there is a decrease in accelerator pedal demand of 5%. Through this testing it is clear, that a fuel economy benefit along with measured driveability benefits are evident through addition of Powerguard 6520. The above data has been carried out using a 3 rd party test facility on the core formulation Powerguard 6013. This is an analogue of Powerguard 6520 formulation but does not contain cetane improver as the tests were focussed primarily on the detergent influence with respect to fuel economy. 5.4 Antifoam Performance Fuel foaming is a well understood phenomenon with diesel fuels, particularly at the point of delivery on the forecourt. Innospec s diesel additive formulations contain an effective anti-foam additive to ensure that foam build-up is effectively controlled and suppressed. Antifoam benefits include: more complete tank filling in reduced time reduced fuel spillage reduced customer concerns; hands, shoes and clothing stay cleaner improved forecourt cleanliness Antifoam Testing Work has been carried out using industry standard laboratory tests to demonstrate the effectiveness of Powerguard 6520. Using the BNPe NFM07-075 laboratory test, it can be seen that effective control of diesel fuel foaming can be achieved. These tests were carried out in-house by Innospec in duplicate and are reported below.
Treat rate, Foam Height, mls Foam Height, % improvement Collapse Time, s Collapse time, % improvement Basefuel 0 95 -- 25 -- Innospec Basefuel 0 95 -- 26 -- Innospec Powerguard 6520 234 52 45 2 92 Innospec Powerguard 6520 234 52 45 2 92 Innospec Treat rate, Foam Height, mls Foam Height, % improvement Collapse Time, s Collapse time, % improvement Basefuel 0 95 -- 25 -- Innospec Basefuel 0 95 -- 26 -- Innospec Powerguard 6520 700 40 58 <1 >96 Innospec Powerguard 6520 700 37 61 <1 >96 Innospec As can be seen from the above data, improvements in both foam volume and foam collapse time are observed with Powerguard 6520 exceeding the stated requirements. 5.5 Corrosion protection The ability of the proposed diesel performance additives to prevent corrosion in wet diesel has been demonstrated using the National Association of Corrosion Engineers (NACE) corrosion test. In this test, a steel probe is immersed in a mixture of the fuel and distilled water, maintained at 60 C. The steel specimen is then rated using the NACE scale. The corrosion protection provided by Powerguard 6520 has been evaluated using diesel fuel at an independent 3 rd party laboratory Additive Treat rate, Steel Corrosion D665(A), Amount of Rusting Basefuel 0 Moderate (Fail) SGS (Source ID: Fuel A) Powerguard 6520 234 None (Pass) SGS (Source ID: Fuel D) Powerguard 6520 700 None (Pass) SGS (Source ID: Fuel E) At the recommended treat rates, Powerguard 6520 provide excellent protection against corrosion. 5.6 Cetane Number Improvement Powerguard 6520 has been formulated to contain a significant proportion of CI-0801, Innospec s cetane number improver. Increasing the cetane number of diesel fuel results in: reduced ignition delay leading to improved fuel economy and reduced noise improved cold start performance giving reduced white smoke reduction in exhaust emissions, including black smoke. Cetane number improvement varies considerably depending on basefuel composition and base cetane number. However, Powerguard 6520 deliver a specific treat rate of 2-ethylhexyl nitrate (2-EHN) based
cetane number improver at the recommended treat rates. Cetane number testing carried out in diesel fuel with Powerguard 6520 are summarised below Additive Treat rate, Cetane Number Basefuel 0 50.8 SGS (Source ID: Fuel A) Powerguard 6520 234 52.1 SGS (Source ID: Fuel B) Powerguard 6520 700 53.4 SGS (Source ID: Fuel C) 5.7 Water Reaction Water reaction testing performed using the ASTM D1094 test procedure has demonstrated that the proposed formulation will not cause problems of water emulsions. The data generated below displays Powerguard 6520, when tested in the supplied Diesel fuel. Treat rate, Volume Change, ml Interface Rating Separation Rating Basefuel 0 7.0 3 2 SGS (Source ID: Fuel A) Powerguard 6520 234 1.0 1b 2 SGS (Source ID: Fuel D) Powerguard 6520 700 1.0 1b 2 SGS (Source ID: Fuel E) As can be seen from the above data, Powerguard 6520 improves the water separation of base diesel fuel 5.8 Filter Blocking Tendency Using the IP387 (Procedure A) test procedure for the evaluation of filter blocking tendency, tests have been carried out using diesel sample. The results of the testing with Powerguard 6520 are shown in the table below Treat Rate, FBT Basefuel 0 1.80 SGS (Source ID: Fuel A) Powerguard 6520 234 1.11 SGS (Source ID: Fuel D) Powerguard 6520 700 1.09 SGS (Source ID: Fuel E) The above data demonstrates that at both treat rates, an improvement in filter blocking tendency is evident due to the presence of Powerguard 6520. 5.9 Total Contamination Using the industry standard IP440 (EN12662) test for total contamination has been carried out. The results of the testing carried out at a 3 rd party laboratory are shown below;
Treat Rate, Total Contamination, Basefuel 0 1.6 SGS (Source ID: Fuel A) Powerguard 6520 234 1.8 SGS (Source ID: Fuel D) Powerguard 6520 700 1.6 SGS (Source ID: Fuel E) As can be seen from the above data and taking into account the precision of the test method, no impact on total contamination is observed due to the addition of Powerguard 6520. 6. Handling, storage and use Handling In general the formulation should be treated as a flammable, high viscosity, hydrocarbon liquid. In case of accidental spillage: Personal precautions: eliminate all sources of ignition. Put on approved personal protective equipment before entering an affected area. Environmental precautions: stop further leakage if without risk. Prevent spread of spilled material with sand or earth. If contamination of drains, streams or water courses occurs or is likely, warn the local Water Authority immediately. Cleaning up: recover any free liquid or absorb on sand or other suitable absorbent and place in a sealed container. Remove contaminated material to safe location for subsequent disposal. Additive compatibility Innospec fuel additives have been successfully and extensively used in retail fuels world-wide for many years, and have demonstrated no compatibility problems in use. Materials compatibility Powerguard 6520 is fully compatible with engine and fuel system materials, including 'Viton' seals and graphite laden PTFE. A range of other 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 and fluorosilicone.
7. Product support and training Innospec is able to offer full product support facilities including technical training, at its comprehensively equipped laboratories. 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 promotion materials. 8. Facilities Innospec laboratories are equipped with a comprehensive range of test equipment suitable for the development and proving of fuel additives, and for the execution of a wide range of other fuel test work. Facilities available include: gasoline and diesel emissions measurement equipment conforming to the approved standard, able to measure all legislated emissions standards mileage accumulation and performance measurement facilities computer controlled test bed facilities air flow measurement and development equipment combustion analysis complete analytical facilities for tests on all fuels. The facilities are constantly updated to the latest equipment and test techniques.