Radio Oil - Home Heating

COMMERCIAL NEWS

Welcome to the first issue of our Commercial On-Line Newsletter. As you may have noticed in another section of this web site, we are looking for a name for both our commercial and residential newsletters. Go to Special Contest for more details or to enter the contest.

As we meet to discuss possible articles for this first issue, two important topics immediately come to mind. The first article below discusses the new API Service Classification CH-4 for heavy-duty diesel engine oils. The second article addresses cold weather operability of diesel fuels.

API SERVICE CLASSIFICATION CH-4
FOR HEAVY DUTY DIESEL ENGINE OILS

For the past several years the American Petroleum Institute (API) has been ironing out the details of a new specification for heavy-duty diesel engine oils. After much debate with OEM’s and lubricant industry officials, the details of proposed category number 7 (PC-7) were finalized in early 1998. As 1998 progressed, several manufacturers' oils were reformulated to meet the requirements of the new category, including our premium diesel engine oil: Amalie XLO fleet 15W-40. The recently introduced category, now known as CH-4, addresses the following issues for use in heavy-duty diesel engines:

As a result of federal standards for clean air, changes have occurred in the allowable amount of diesel engine emissions (soot). The newly formulated CH-4 oils are designed to control wear in the presence of higher levels of soot.

As engines are being re-designed, OEMs are working to increase horsepower and extend drain intervals. Extended drain intervals are not part of the final specifications for CH-4 oils. However, as engines are called upon for increased performance, so are the oils in them. The new class of oils will out perform CG-4 oils, even in older vehicles.

What’s next?

Almost immediately after the fine points of CH-4 were agreed upon, industry officials were discussing the need to advance CH-4 oils to an even higher performance level. The protocol for the new classification is currently under development.

Today’s
Diesel Fuels
and Winter
in the
Northeast

Formulation of a consistently top quality diesel fuel for use in the Northeastern United States is an ongoing challenge. Several years ago when on-highway diesel fuel was reformulated to meet the EPA's low sulfur requirements, many diesel marketers encountered fuel operability problems. The de-sulfurization process left the diesel fuel lacking the lubricity needed to keep fuel pumps operating properly. Cold weather operability became more complicated than just adding kerosene to #2 oil.

A good quality diesel fuel, like our DieselOne from Global Petroleum addresses these needs and many more. See our Commercial Fuel page for more information.

Good Housekeeping

Many end users of diesel fuel in the Northeastern United States encounter cold weather operability problems. Most dismiss the problem as fuel "gelling" when ambient temperatures fall below zero. While this may be the case, "icing" may also occur which is caused by a set of events different from those that cause fuel gelling. Using DieselOne or our blended off road diesel along with good housekeeping practices and common sense can help to greatly reduce your winter fuel problems.

What causes gelling?

Fuel gelling occurs when the temperature of the fuel falls to a point where wax crystals have formed in the fuel to such a level that they restrict the flow of the fuel. The fuel appears very cloudy and jelly-like. All fuel has a cloud point, that is the temperature when wax crystals begin to form. The fuel will still flow and is usable at this temperature. The cold flow improvers and pour point depressants in DieselOne and our off road diesel help insure that.

What causes icing?

Fuel icing may look similar to gelling, but occurs at low temperatures when small amounts of water are present in the fuel. Upon examination, the presence of ice inside fuel filters will usually confirm this problem. Our fuels are additized with a de-icer that lowers the freezing point of any water in the fuel to help prevent icing. It is normal for fuel to contain miniscule amounts of water. Steps should be taken to insure that additional water is not present in diesel fuel. Excess free water in fuel can also cause filter plugging, corrosion, and microbial growth.

What steps can I take to improve the quality of my fuel storage?

•

Periodically check for water. Water will separate and lay at the bottom of your tank. Using a waterfinder paste on your dipstick will indicate the presence of any water.

•

Do not allow rain, snow, or ice to get into your tank.

•

If aboveground:

•	Be sure all fittings are tight and not cracked
•	Do not place tank in area where run off or melting snow or ice constantly dipping on tank.
•	Clean tank off after snow or ice storms

•

If Underground:

•	Be sure cap is always tightly seating on fill pipe.
•	Do not allow rain, snow, or ice to accumulate in fill box.
•	Remove snow and ice from area around fill box.

•

Protect aboveground tanks from accumulating condensation:

•	If possible keep tank protected from extreme hot and cold. Locating tanks under a reflective roof is a good idea.
•	Paint tanks a light color to reflect sunlight. (Dark colors absorb sunlight and heat contents of tank. As temperatures fall at night condensation forms).

Cold weather comes along with living in the northeast. The cold filter plugging point of our diesel fuels in the winter months typically runs between -12° F and -18° F. This is accomplished through chemical blending and the addition of a percentage of kerosene. As good as these specifications are, on any given day temperatures close to and below these ranges can be reached. When the temperature does drop these low, small differences in housekeeping can make the difference between having your vehicles run or having them sit.

More to come in our next issue . . .