A tank of diesel fuel on a truck Diesel fuel in general is any liquid used in, whose fuel ignition takes place, without any spark, as a result of compression of the inlet air mixture and then injection of fuel. (, grid heaters and block heaters help achieve high temperatures for combustion during engine startup in cold weather.) Diesel engines have found broad use as a result of higher and thus. This is particularly noted where diesel engines are run at part-load; as their air supply is not throttled as in a, their efficiency still remains very high. The most common type of diesel fuel is a specific of petroleum, but alternatives that are not derived from petroleum, such as, (BTL) or (GTL) diesel, are increasingly being developed and adopted.

To distinguish these types, petroleum-derived diesel is increasingly called petrodiesel. (ULSD) is a standard for defining diesel fuel with substantially lowered contents. As of 2016, almost all of the petroleum-based diesel fuel available in UK, Europe and North America is of a ULSD type.

In the UK, diesel fuel for on-road use is commonly abbreviated DERV, standing for diesel-engined road vehicle, which carries a tax premium over equivalent fuel for. In diesel fuel is also known as distillate, and in, it is known as Solar, a trademarked name by the local oil company. Contents • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Origins [ ] Diesel fuel originated from experiments conducted by German scientist and inventor for his he invented in 1892. Diesel originally designed his engine to use coal dust as fuel, and experimented with other fuels including vegetable oils, such as, which was used to power the engines which he exhibited at the and the 1911 World's Fair in Paris.

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Types [ ] Diesel fuel is produced from various sources, the most common being. Other sources include,,,, and.

Petroleum diesel [ ]. Main article: Synthetic diesel can be produced from any carbonaceous material, including biomass, biogas, natural gas, coal and many others. The raw material is gasified into, which after purification is converted by the to a synthetic diesel. The process is typically referred to as (BTL), (GTL) or (CTL), depending on the raw material used. Paraffinic synthetic diesel generally has a near-zero content of sulfur and very low aromatics content, reducing unregulated emissions [ ] of toxic hydrocarbons, nitrous oxides and particulate matter (PM). Biodiesel [ ]. Biodiesel made from oil Fatty-acid methyl ester (FAME), more widely known as, is obtained from or animal fats (bio) which have been with.

It can be produced from many types of oils, the most common being oil (rapeseed methyl ester, RME) in Europe and (soy methyl ester, SME) in the US. Methanol can also be replaced with ethanol for the transesterification process, which results in the production of ethyl esters. The transesterification processes use catalysts, such as sodium or potassium hydroxide, to convert vegetable oil and methanol into FAME and the undesirable byproducts glycerine and water, which will need to be removed from the fuel along with methanol traces.

FAME can be used pure (B100) in engines where the manufacturer approves such use, but it is more often used as a mix with diesel, BXX where XX is the biodiesel content in percent. FAME as a fuel is specified in and. Fuel equipment manufacturers (FIE) have raised several concerns regarding FAME fuels, identifying FAME as being the cause of the following problems: corrosion of fuel injection components, low-pressure fuel system blockage, increased dilution and of engine sump oil, pump seizures due to high fuel viscosity at low temperature, increased injection pressure, elastomeric seal failures and fuel injector spray blockage. Pure biodiesel has an energy content about 5–10% lower than petroleum diesel.

The loss in power when using pure biodiesel is 5–7%. Are the source for the lower oxidation stability; they react with oxygen and form peroxides and result in degradation byproducts, which can cause sludge and lacquer in the fuel system. As FAME contains low levels of sulfur, the emissions of and, major components of, are low. Use of biodiesel also results in reductions of unburned hydrocarbons, (CO), and particulate matter. CO emissions using biodiesel are substantially reduced, on the order of 50% compared to most petrodiesel fuels. The exhaust emissions of particulate matter from biodiesel have been found to be 30% lower than overall particulate matter emissions from petrodiesel. The exhaust emissions of total hydrocarbons (a contributing factor in the localized formation of smog and ozone) are up to 93% lower for biodiesel than diesel fuel.

Biodiesel also may reduce health risks associated with petroleum diesel. Biodiesel emissions showed decreased levels of (PAH) and nitrited PAH compounds, which have been identified as potential cancer-causing compounds.

In recent testing, PAH compounds were reduced by 75–85%, except for, which was reduced by roughly 50%. Targeted nPAH compounds were also reduced dramatically with biodiesel fuel, with and reduced by 90%, and the rest of the nPAH compounds reduced to only trace levels. Hydrogenated oils and fats [ ] This category of diesel fuels involves converting the in vegetable oil and animal fats into alkanes by and, such as.

The produced fuel has many properties that are similar to synthetic diesel, and are free from the many disadvantages of FAME. DME [ ], DME, is a synthetic, gaseous diesel fuel that results in clean combustion with very little soot and reduced NOx emissions. Storage [ ] In the US, diesel is recommended to be stored in a yellow container to differentiate it from and, which are typically kept in blue and red containers, respectively. In the UK, diesel is normally stored in a black container, to differentiate it from unleaded petrol (which is commonly stored in a green container) and leaded petrol (which is stored in a red container). Measurements and pricing [ ] Cetane number [ ].

Main article: The principal measure of diesel fuel quality is its. A cetane number is a measure of the delay of ignition of a diesel fuel. A higher cetane number indicates that the fuel ignites more readily when sprayed into hot compressed air. European (EN 590 standard) road diesel has a minimum cetane number of 51. Fuels with higher cetane numbers, normally 'premium' diesel fuels with additional cleaning agents and some synthetic content, are available in some markets. Fuel value and price [ ].

Further information: As of 2010, the density of petroleum diesel is about 0.832 kg/L (6.943 lb/US gal), about 11.6% more than ethanol-free, which has a density of about 0.745 kg/L (6.217 lb/US gal). About 86.1% of the fuel mass is carbon, and when burned, it offers a net heating value of 43.1 MJ/kg as opposed to 43.2 MJ/kg for gasoline. However, due to the higher density, diesel offers a higher volumetric energy density at 35.86 MJ/L (128,700 BTU/US gal) vs.

32.18 MJ/L (115,500 BTU/US gal) for gasoline, some 11% higher, which should be considered when comparing the fuel efficiency by volume. The CO 2 emissions from diesel are 73.25 g/MJ, just slightly lower than for gasoline at 73.38 g/MJ. Diesel is generally simpler to refine from petroleum than gasoline, and contains hydrocarbons having a boiling point in the range of 180–360 °C (360–680 °F). The price of diesel traditionally rises during colder months as demand for rises, which is refined in much the same way.

Because of recent changes in fuel quality regulations, additional refining is required to remove sulfur, which contributes to a sometimes higher cost. In many parts of the United States and throughout the United Kingdom and Australia, diesel may be priced higher than petrol. [ ] Reasons for higher-priced diesel include the shutdown of some refineries in the, diversion of mass refining capacity to gasoline production, and a recent transfer to (ULSD), which causes infrastructural complications. In Sweden, a diesel fuel designated as MK-1 (class 1 environmental diesel) is also being sold; this is a ULSD that also has a lower aromatics content, with a limit of 5%. This fuel is slightly more expensive to produce than regular ULSD.

Taxation [ ] Diesel fuel is very similar to, which is used in. In Europe, the United States, and Canada, on diesel fuel are higher than on heating oil due to the, and in those areas, heating oil is marked with and trace chemicals to prevent and detect. 'Untaxed' diesel (sometimes called 'off-road diesel' or 'red diesel' due to its red dye) is available in some countries for use primarily in agricultural applications, such as fuel for tractors, recreational and utility vehicles or other vehicles that do not use. This fuel may have sulfur levels that exceed the limits for road use in some countries (e.g. This untaxed diesel is dyed red for identification, and using this untaxed diesel fuel for a typically taxed purpose (such as driving use), the user can be fined (e.g. US$10,000 in the US).

In the United Kingdom, Belgium and the Netherlands, it is known as (or gas oil), and is also used in vehicles, home heating tanks, refrigeration units on vans/trucks which contain perishable items such as food and medicine and for marine craft. Diesel fuel, or marked gas oil is dyed green in the Republic of Ireland and Norway. The term 'diesel-engined road vehicle' (DERV) is used in the UK as a synonym for unmarked road diesel fuel. In India, taxes on diesel fuel are lower than on petrol, as the majority of the transportation for grain and other essential commodities across the country runs on diesel. Taxes on in the US vary between states; some states (Texas, for example) have no tax on biodiesel and a reduced tax on biodiesel blends equivalent to the amount of biodiesel in the blend, so that B20 fuel is taxed 20% less than pure petrodiesel.

Other states, such as North Carolina, tax biodiesel (in any blended configuration) the same as petrodiesel, although they have introduced new incentives to producers and users of all biofuels. Uses [ ] Unlike and engines, diesel engines do not use high-voltage spark ignition (spark plugs). An engine running on diesel compresses the air inside the cylinder to high pressures and temperatures ( from 14:1 to 18:1 are common in current diesel engines); the engine generally injects the diesel fuel directly into the cylinder, starting a few degrees before (TDC) and continuing during the combustion event. The high temperatures inside the cylinder cause the diesel fuel to react with the oxygen in the mix (burn or ), heating and expanding the burning mixture to convert the thermal/pressure difference into mechanical work, i.e., to move the piston.

Engines have and grid heaters to help start the engine by preheating the cylinders to a minimum. Diesel engines are engines, burning the fuel in more air than is needed for the chemical reaction. They thus use less fuel than rich burn spark ignition engines which use a air-fuel ratio (just enough air to react with the fuel). As Professor Harvey of the University of Toronto notes, 'due to the absence of throttling [constant amount of air admitted, per unit fuel, with no user-determined variation], and the high compression ratio and lean fuel mixture, diesel engines are substantially more efficient than spark-ignited engines', generally; Harvey cites the side-by-side comparisons of Schipper et al. And the estimates of >20% lower fuel use and (given differences in energy content between fuel types) >15% lower energy use. And some other types of internal combustion engines, and, both can also be designed to take diesel fuel.

[ ] The requirement of diesel fuel is usually specified at 40 °C. A disadvantage of diesel as a vehicle fuel in cold climates is that its viscosity increases as the temperature decreases, changing it into a (see ) that cannot flow in fuel systems. Special contains additives to keep it liquid at lower temperatures, but starting a diesel engine in very cold weather may still pose considerable difficulties.

Another disadvantage of diesel engines compared to petrol/gasoline engines is the possibility of failure. Since diesel engines do not need spark ignition, they can run as long as diesel fuel is supplied. Fuel is typically supplied via a fuel pump. If the pump breaks down in an open position, the supply of fuel will be unrestricted, and the engine will run away and risk terminal failure. With engines, the oil seals on the turbocharger may fail, allowing lubricating oil into the combustion chamber, where it is burned like regular diesel fuel.

In vehicles or installations that use diesel engines and also, a gas leak into the engine room could also provide fuel for a runaway, via the engine air intake. The crank case ventilation of modern road-use diesel engines is diverted into the intake manifold, because ventilating the crank case into outside air is inadvisable due to lubricant mist it contains.

If the engine's piston rings malfunction, this will cause excessive pressure in the crank case forcing mist of engine lubricant into the intake manifold. Since most engines use oil which can be burnt in the same fashion as diesel, this will result in.

To prevent that, more premium crank case ventilation solutions are fitted with a filter to catch out lubricant mist. Most modern road use diesel engines are provided with an valve in the intake manifold (usually mistaken by some as a petrol engine throttle body). In most basic applications this valve will close a flow of air mixture to the engine when the vehicle is switched off, preventing diesel engine runaway by starving the engine of oxygen; this will also make standard shutdown much smoother by eliminating compression and decompression rattle by making the pistons effectively work in vacuum. In more advanced control systems this FRP valve can be shut by an when it senses runaway scenario. Main article: The first diesel-powered flight of a fixed-wing aircraft took place on the evening of 18 September 1928, at the near. With Captain and at the controls the first 'official' test flight was taken the next morning, flying a (X7654), powered by a 9-cylinder diesel, designed by Woolson.

Flew the same aircraft and in 1929, it was flown 621 miles (999 km) nonstop from to, near. In 1931, Walter Lees and Fredrick Brossy set the nonstop flight record flying a powered by a Packard diesel for 84 hours and 32 minutes. X7654 is now owned by and is at the near.

Diesel engines for airships were developed in both Germany and the United Kingdom by and produced the and respectively. The rigid airship was powered by four Daimler-Benz DB 602 16-cylinder diesel engines, each with 1,200 hp (890 kW) available in bursts and 850 horsepower (630 kW) available for cruising. The powered the ill-fated airship, built for the Empire airship programme in 1931.

With a production run of at least 900 engines, the most-produced aviation diesel engine in history was probably the. Similar developments from the and licence-built versions of the and, boosted German diesel aero-engine production to at least 1000 examples, the vast majority of which were liquid-cooled, opposed-piston, two-stroke engines. In the significant progress towards practical diesel aero-engines was made by the ( Tsentral'nyy Institut Aviatsionnovo Motorostroyeniya – central institute of aviation motors) and particularly by, who nursed the into production and limited operational use. Military vehicles [ ] use diesel because of its lower flammability risks and the engines' higher provision of torque and lower likelihood of. See also: cars generally have a better than equivalent gasoline engines and produce less emission. Their greater economy is due to the higher energy per-litre content of diesel fuel and the intrinsic efficiency of the diesel engine. While petrodiesel's higher density results in higher greenhouse gas emissions per litre compared to gasoline, the 20–40% better fuel economy achieved by modern diesel-engined automobiles offsets the higher per-litre emissions of greenhouse gases, and a diesel-powered vehicle emits 10–20 percent less greenhouse gas than comparable gasoline vehicles.

-powered diesel engines offer substantially improved emission reductions compared to petrodiesel or gasoline-powered engines, while retaining most of the fuel economy advantages over conventional gasoline-powered automobiles. However, the increased compression ratios mean there are increased emissions of oxides of nitrogen (NO x) from diesel engines. This is compounded by biological nitrogen in biodiesel to make NO x emissions the main drawback of diesel versus gasoline engines.

Tractors and heavy equipment [ ] Today's and are mostly diesel-powered. Among tractors, only the smaller classes may also offer gasoline engines. The of tractors and heavy equipment began in Germany before World War II but was unusual in the United States until after that war. During the 1950s and 1960s, it progressed in the US as well.

Tractors and heavy equipment were often in the 1920s through 1940s, running spark-ignition and low-compression engines. Thus many farm tractors of the era could burn gasoline,,, and any light grade of such as diesel fuel,, or, according to whichever was most affordable in any region at any given time. Farms during this era, the name 'distillate' often referred to any of the aforementioned light fuel oils. The engines did not start as well on distillate, so typically a small auxiliary gasoline tank was used for cold starting, and the fuel valves were adjusted several minutes later, after warm-up, to switch to distillate. Engine accessories such as and were also used, both with the aim of capturing heat, because when such an engine was run on distillate, it ran better when both it and the air it inhaled were warmer rather than at ambient temperature.

Dieselization with dedicated diesel engines (high-compression with mechanical fuel injection and compression ignition) replaced such systems and made more use of the diesel fuel being burned. Other uses [ ] Poor quality diesel fuel has been used as an extraction agent for of from mixtures. Such use has been proposed as a means of separating the palladium from which comes from used. In this system of solvent extraction, the of the diesel act as the while the di act as the extractant.

This extraction operates by a mechanism. So far, neither a nor full scale plant has been constructed to recover palladium, or from created by the use of. Diesel fuel is also often used as the main ingredient in oil-base mud drilling fluid.

The advantage of using diesel is its low cost and that it delivers excellent results when drilling a wide variety of difficult strata including shale, salt and gypsum formations. Diesel-oil mud is typically mixed with up to 40% brine water. Due to health, safety and environmental concerns, Diesel-oil mud is often replaced with vegetable, mineral, or synthetic food-grade oil-base drilling fluids, although diesel-oil mud is still in widespread use in certain regions. During development of rocket engines in during J-2 Diesel fuel was used as the fuel component in several engines including the. J-2 diesel fuel was also used as a fuel for gas turbine engines. Chemical analysis [ ] Chemical composition [ ].

Further information: and Most diesel fuels freeze at common winter temperatures, while the temperatures greatly vary. Petrodiesel typically freezes around temperatures of −8.1 °C (17.5 °F), whereas biodiesel freezes between temperatures of 2° to 15 °C (35° to 60 °F). The viscosity of diesel noticeably increases as the temperature decreases, changing it into a gel at temperatures of −19 °C (−2.2 °F) to −15 °C (5 °F), that cannot flow in fuel systems. Conventional diesel fuels vaporise at temperatures between 149 °C and 371 °C.

Conventional diesel vary between 52 and 96 °C, which makes it safer than petrol and unsuitable for spark-ignition engines. Unlike petrol, the flash point of a diesel fuel has no relation to its performance in an engine nor to its auto ignition qualities. Further information: Small particles (particulate matter also known as PM 10 or PM 2.5 depending on size) can penetrate deeply into lung tissue and damage it, causing premature death in extreme cases. Inhalation of such particles may cause or worsen respiratory diseases, such as or, or may also aggravate existing heart disease. Unlike direct injection gasoline/petrol engines, modern diesel engines are fitted with particulate traps that help to eliminate PM 10 and PM 2.5 Environment hazards of sulfur [ ] High levels of sulfur in diesel are harmful for the environment because they prevent the use of catalytic to control, as well as more advanced technologies, such as nitrogen oxide () (still under development), to reduce emissions. Moreover, sulfur in the fuel is oxidized during combustion, producing and, that in presence of water rapidly convert to, one of the chemical processes that results in. However, the process for lowering sulfur also reduces the of the fuel, meaning that must be put into the fuel to help lubricate engines.

And biodiesel/petrodiesel blends, with their higher lubricity levels, are increasingly being utilized as an alternative. Annual consumption of diesel fuel in 2006 was about 190 billion litres (42 billion imperial gallons or 50 billion US gallons). In the past, diesel fuel contained higher quantities of. And preferential taxation have forced to dramatically reduce the level of sulfur in diesel fuels. In the European Union, the sulfur content has dramatically reduced during the last 20 years. Automotive diesel fuel is covered in the European Union by standard.

In the 1990s specifications allowed a content of 2000 ppm max of sulphur, reduced to a limit of 350 ppm by the beginning of the 21st century with the introduction of Euro 3 specifications. The limit was lowered with the introduction of Euro 4 by 2006 to 50 ppm (, Ultra Low Sulfur Diesel). The standard currently in force in Europe for diesel fuel is the Euro 5, with a maximum content of 10 ppm.

[ ] Emission standard At latest Sulfur content Cetane number Euro 1 1 January 1993 max. 2000 ppm min. 49 Euro 2 1 January 1996 max.

49 Euro 3 1 January 2001 max. January 2006 max.

51 Euro 5 1 January 2009 max. 51 In the United States, more stringent emission standards have been adopted with the transition to starting in 2006, and becoming mandatory on June 1, 2010 (see also ).

Diesel fuel typically also has a lower (a measure of ignition quality) than European diesel, resulting in worse cold weather performance and some increase in emissions. Algae, microbes, and water contamination [ ] There has been much discussion and misunderstanding of in diesel fuel. Algae need light to live and grow. As there is no sunlight in a closed fuel tank, no algae can survive, but some can survive and feed on the diesel fuel.

These microbes form a colony that lives at the interface of fuel and water. They grow quite fast in warmer temperatures. They can even grow in cold weather when fuel tank heaters are installed. Parts of the colony can break off and clog the fuel lines and fuel filters. Water in fuel can damage a fuel; some diesel also trap water. Water contamination in diesel fuel can lead to freezing while in the fuel tank. The freezing water that saturates the fuel will sometimes clog the fuel injector pump.

Once the water inside the fuel tank has started to freeze, gelling is more likely to occur. When the fuel is gelled it is not effective until the temperature is raised and the fuel returns to a liquid state. Road hazard [ ] Diesel is less flammable than. However, because it evaporates slowly, any spills on a roadway can pose a slip hazard to vehicles. After the light fractions have evaporated, a greasy slick is left on the road which reduces grip and traction, and can cause vehicles to skid. The loss of traction is similar to that encountered on, resulting in especially dangerous situations for two-wheeled vehicles, such as and, in.

See also [ ].

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