Don?t add fuel to the fire, add additives to the fuel

There can be no argument against tightening fuel standards and specifications designed to improve the health and well-being of all Australians. Part of the cost of better air quality is the detrimental effect on some engines. The solution is to make sure your customers have ready access to the fuel additives that ameliorate these effects.

When the Federal Minister for the Environment and Heritage, Senator Ian Campbell, announced two new fuel standards in July 2004 the focus was on sulphur concentrations with the aim of reducing urban air pollution and hence, improving public health.

Sulphur in fuels, Australia * parts per million (ppm)
	1 Jan 02	31 Dec 02	1 Jan 05	1 Jan 06	1 Jan 08	1 Jan 09
Diesel	-	500	1	50	-	10
ULP	5002	-	150	-	-	-
PULP	150	-	-	-	50	-
LRP	500	n/a	n/a	n/a	n/a	n/a
Super leaded petrol	n/a	n/a	n/a	n/a	n/a	n/a

1 From 1 Jan 2000 in Qld and WA

2 WA petrol 150 ppm max. from 1 Jan 02

Subsequently, the Australian Institute of Petroleum (AIP), The Federal Chamber of Automotive Industries, and the Trucking Industry Council issued a brochure outlining the changes and examining possible impacts on engines. A copy can be downloaded from www.aip.com.au/industry/diesel.

Desulphurised diesel

The brochure noted two potential issues: loss of lubricity and adverse impacts on some types of engine seals and O-rings.

Sulphur is a natural lubricant whose properties support the good operation of fuel system components such as fuel pumps and injectors. These are expensive components. The lowering of the sulphur levels naturally reduces this lubricating capability. In recognition of this, and after consultations with fuel and vehicle industries, the Government introduced a diesel lubricity specification under the Fuels Quality Standards Act 2000, as part of the mandatory national fuel standards which all diesel must meet.

This standard is set at the same level as the equivalent standard in Europe, and so should be suitable for all diesel engines. According to the AIP, the actual average lubricity of diesel from Australian refineries in 2003 was well inside this specification, and the AIP has not received any reports of problems with lubricity. Theoretically, there should be no requirement for a lubricity additive.

The leaking of seals is said to be caused more by compositional change of the base fuel and the ability of the seals or "o" rings to adapt to the change in composition. Old, worn or seals in poor condition can develop compression-set and therefore cannot swell or shrink as required. The obvious solution to the problem is to ensure seals are in good condition, are of good quality and diesel pumps are regularly serviced. No additive can repair a damaged or worn out seal.

However some people still have concerns.

“Repairers of diesel injectors have been working overtime,” says Ian Humphreys, Marketing Manager, Don Kyatt Spare Parts. “Because the worst effects are in older vehicles, things going wrong are sometimes attributed to the age of the vehicle. However transport companies are increasingly aware that problems with fuel injectors might be due to lower sulphur levels in fuel.”

Desulphurisation leads to some changes in the composition and chemical nature of the diesel, including that on the level of aromatics in the fuel. These changes can affect early types of engine seals and O-rings, which react to changes in fuel composition by swelling or shrinking.

“The biggest volume of diesel goes through large new trucks, but a significant amount goes through a large number of small on- and off-road diesel vehicles,” says Roland Parker, Chemist, Wynn’s Australia Pty Ltd. “In the country a lot of farm machines are having problems with leaking fuel pumps because seals and gaskets were not lubricated.”

There are a number of diesel additives on the market and suppliers are investing in new products as well as campaigns to inform consumers and retailers.

“We promote the use of good quality diesel additives to be on the safe side,” says Chris Pascoe, Head of Technical, Nulon Products (Aust) Pty Ltd.

Flash Lube advertises its Diesel Conditioner in Truck and Bus and similar magazines. It also does sampling with transport companies. As a spare parts distributor, supplier of Flash Lube, Don Kyatt Spare Parts provides information and guidance to major customers on this issue.

“Flash Lube Diesel Conditioner is a synthetic additive and does not contain sulphur,” says Ian Humphreys. “Additives with sulphur are likely to be banned in the future. More importantly, the conditioner brings additional benefits to diesel engines by cleaning, lubricating and protecting diesel fuel systems and the upper cylinder area. It improves fuel efficiency and power. It is available in a bulk pack or 50 ml single-shot.”

Wynn’s is adding to its range of Enviro Diesel Treatment a small single-shot pack for the 4WD market.

“We will be producing flyers and point-of-sale material as well as advertising in the 4WD magazines,” says John Fisher, Sales Manager Retail Products, Wynn’s Australia Pty Ltd. “We are also negotiating with United Convenience Buyers to distribute information to fuel retailers.”

Enviro Diesel Treatment has the additional benefit of a biocide to kill algae is fuel systems where moisture is present.

Nulon is expanding its range of diesel additives and will be supporting new products with press releases as well as lobbying organisations such as the motoring associations and motor traders associations.

“Retailers can treat their own fuel with a bulk additive or retail a product such as Nulon Diesel Injector Cleaner at point-of-sale,” says Chris Pascoe.

To make life a bit simpler, all diesel additives are dosed at 1 ml to 1 litre of fuel and can be used in all diesel engines. It does not hurt to double up.

The End of LRP

Many readers already know that lead replacement petrol (LRP) is becoming scarce. It has almost disappeared from regional forecourts and, from 1 January 2005, it will be phased out in the cities. Although there are between 750,000 and one million pre-1986 vehicles still on Australian roads, the number of cars that use LRP has diminished to the point that it is no longer viable to produce, store and distribute the fuel. By mid-2004 LRP accounted for about 5% of all petrol sales.

LRP was introduced in 2000 when leaded petrol was phased out to comply with new fuel standards implemented from 1 January 2002. All new vehicles from 1986 onwards operate with unleaded fuel, most on regular unleaded (ULP) which has a lower octane rating.

Although there is information available through the motoring organisations and the AIP, some drivers of pre-1986 petrol vehicles often only realise what is happening when they arrive on a forecourt to find no lead replacement petrol (LRP) bowser. Not only are they angry to find the product they usually use is no longer available, but they are also confused as to what to use in its place. That puts fuel retailers on the front line.

Some pre-1986 vehicles can operate on either ULP or premium unleaded petrol (PULP). Customers can check if this is the case for their vehicle at http://www.aip.com.au/health/lead_guide. By now, these consumers should know who they are. Most pre-1986 vehicles, however, require fuel that contains protection against valve seat recession. Some consumers think that it is the higher octane in LRP that has given them this protection and that they can safely use PULP. However, these are two separate issues: octane rating and valve seat recession.

With LRP there was no octane choice; now there are three octane ratings to choose from.

Fuel	Octane rating
Super leaded petrol (no longer available)	97
Lead replacement petrol (LRP) (being phased out)	96
Regular unleaded petrol (ULP)	91
Premium unleaded petrol (PULP)	95
High-performance premium unleaded petrol (Optimax, Synergy 8000, Ultimate, Vortex 98)	98

Although too much octane is wasteful, it is not harmful; too little causes engines to ‘knock’ or ‘ping’. That means customers need to know the appropriate octane rating for their car. This information is available from the manufacturer, but when customers arrive on your forecourt to fill up they are unlikely to want to make the call there and then. So the rule of thumb has to be, ‘when in doubt, use PULP’. Most pre-1986 vehicles still on the road are Falcons and Holdens that originally operated on super leaded petrol and need the higher octane.

Customers who are worried only about octane rating can adjust the octane level of their fuel by topping up, say, 40 litres of 91octane with 10 litres of 100 octane to give 50 litres of 95 octane fuel. But few seem to either know how or want to boost their octane in this way. An additive is much more convenient.

PULP does not contain lead, nor does it contain any additives to protect the valve seats of pre-1986 vehicles. Exhaust valves can reach temperatures of 850 °C under normal operating conditions when using petrol. Lead provided the critical wear-reducing function by depositing a thin, protective layer of lead oxides on valves and valve seat surfaces. Without lead or a replacement additive, the valves will burn out at a rapid rate, leading to costly cylinder head repairs and possible major engine damage. This is particularly so when engines operate under heavy loads or at sustained high speeds. Since 1986, valves and valve seats have been made of alloys that are more resilient to wear than the earlier cast-iron heads. Although one solution is to recondition the engine heads, this will not be the solution chosen by all affected consumers.

For many, the best option is to use an anti-valve-seat-recession (AVSR) additive. You are not doing the right thing by the customer if you do not offer an AVSR additive. Additives replace the lead with one of potassium, phosphorous, manganese or sodium additives. Flash Lube Valve Saver uses a synthetic, non-metallic material with a cleaning agent for the fuel system and upper cylinder area.

“Valve Saver is non-hazardous, non-poisonous and non-flammable,” says Ian Humphreys. “It can also be used in late-model vehicles.”

So can Wynn’s Spitfire Octane Boost and Race Formula Octane Boost which are manganese-based. Wynn’s takes a different approach, incorporating an AVSR additive in products originally designed for octane enhancement. Spitfire Octane Boost allows pre-1986 vehicles to operate on the cheaper ULP.

“We recommend retailers stock products that meet Australian Standard AS 4430.1-1996, such as Nulon Lead Substitute,” says Chris Pascoe. “The test criteria for this standard are quite severe. It was created to protect the consumer who can rely on the performance and level of protection of lead replacement additives that meet the standard.”

Nulon Lead Substitute is also safe to use in unleaded vehicles. This is an important consideration for customers that use overhead storage tanks on, for example, farms.”

AVSR additives tend to come in a number of pack sizes with a standard mixture rate of 1 ml of additive per litre of petrol. For example Valvemaster is available in a 250 ml bottle and a 20 ml single-shot syringe. The 250 ml bottle has a measuring chamber on the top which is calibrated in litres (from 10 litres up to 25 litres). New Year additions to the range are Valvemaster Ezy-Pak, which will treat a 60 litre tank from one small resealable bottle,

and Valvemaster Plus, in the 250 ml and Ezy-Pak bottles, which has an octane boost to bring 95 RON PULP up to match LRP's 96 octane level.

You need to make the transition to LRP as easy as possible for your customers.

“All our experience shows that preparing the customer for the change and having the product available several weeks before the removal of LRP helps to prepare the motorist,” says Marion Bott, Retail Specialist, A S Harrison &Co Pty Ltd.

Firstly, they are going to need information. You can direct them to a brochure entitled ‘The phase out of lead replacement petrol (LRP): Information for motorists’. Copies of this brochure may be obtained at http://www.aip.com.au/health/lead.htm. Fuel retailers should keep a bundle handy on the counter, preferable next to the ASRV additives.

Pump crowners let customers know at the right place at the right time. Make sure your counter staff are up-to-speed with the changeover before it happens. In fact, you should be encouraging users of LRP to make the change sooner rather than later. Try offering the first dose of additive free.

“The message from retailer to customer should be a positive one,” says Marion Bott. “If you are negative, they will be. Even though it costs them more, remind them of the benefits in efficiency, a cleaner engine and better performance.”