View Full Version : Ultra Low Sulfur Diesel - Regs & Discussion

More Power
06-14-2006, 13:10
The following links contain some excellent info concerning the ULSD (Ultra Low Sulfur Diesel) that becomes mandatory this October 15th.

Heavy-Duty Highway Diesel Program (http://www.epa.gov/otaq/highway-diesel/index.htm) EPA document.

What is Clean Diesel Fuel? (http://www.dieselforum.org/policy-insider/cleaner-fuels-cleaner-engines/clean-fuel-ultra-low-sulfur-diesel/) DieselForum.org document.

ULSD FAQ (http://www.clean-diesel.org/faqs.html) Clean-Diesel.org Frequently Asked Questions.
According the Clean-Diesel.org, the mandated ULSD will receive lubricity and corrosion additives prior to its distribution and retail sale, which is said to produce fuel qualities equal to what we have available now.

More Power
07-31-2006, 12:24
Until the new ULSD refining and distribution have been established and all the bugs worked out, I'm recommending everyone begin using some sort of fuel treatment to counter the effects of lower lubricity.

I heard last month from a Page member in Michigan who installed a brand new DB2 fuel injection pump, filled his motorhome with ULSD, drove 150 miles, then experienced a pump seizure. Stanadyne denied the warranty, claiming a lack of lubricity.... :mad:

It appears that to meet the 15 ppm sulfur requirement, some refineries are actually removing all of the sulfur (or as close to it as possible), expecting some residual contamination from the distribution system. There are fuel lubricity requirements (ISO 12156-1, -2, ASTM D-6079), which are met by adding a lubricity treatment. It requires faith, to put all your trust in the refineries.... :rolleyes:

I suspect all this will eventually be worked out. Till then, and to be cautious, we recommend ULSD fuel be treated. Many different nationally available diesel fuel treatments offer lubricity ingredients. Stanadyne (for example) reports that adding their "Performance Formula" fuel treatment at the recommended ratio will provide adequate fuel lubricity for ULSD.

If you can buy bio-diesel (even B1), that would be a solution. Bio naturally adds lubricity.


08-07-2006, 18:59
You can also consider adding two-stroke oil. It is DESIGNED to be burned without leaving ash and fouling, and is STUFFED with lubricity additives. I use TC-W3 oil at a rate of about 1 part per thousand, or 2 ounces per 16 gallons of fuel.

Gee, I guess that is also one ounce per 8 gallons of fuel, for those who can't do mental math without a calculator.

08-09-2006, 14:51
Gee, I guess that is also one ounce per 8 gallons of fuel, for those who can't do mental math without a calculator.
Should you check that math with the good DR?:p

08-22-2006, 12:31
According to clean-diesel.org I've been using ULSD since June 1, 2006. How come non of the pumps I fill up at in California have a sticker telling me so? Or has the transition not taken place yet? Anyone in California know? I'm not concerned just curios. Thanks

Q. How will I know which pump is dispensing ULSD fuel?

A. Federal regulations require the labeling of all diesel fuel pumps to specify the type of fuel dispensed by each pump (except in California where all diesel fuel must be ULSD by June 1, 2006). Similar instrument panel and fuel inlet/fill cap labeling is being mandated for 2007 and later model year engines and vehicles that require ULSD fuel. Consumers are advised to check the pump labels and vehicle labels to ensure they are refueling with the proper diesel fuel consistent with their vehicle warranties.

Found an answer shortly after posting:
according to chevron.com


On-Highway, Off-Road, & Fixed Equipment Diesel Fuel
Refinery < 15ppm by June 1, 2006
Terminal < 15ppm by July 15, 2006
Retail < 15ppm by September 1, 2006
Intra-State Locomotive / Marine Harbor Craft Fuel < 15ppm by January 1, 2007

I've still got a few days left.

More Power
08-22-2006, 13:12
Here's the fuel pump label. Provided by JK.. :)


More Power
08-30-2006, 11:23
The new 2007 diesel engines, with the new oxidation catalyst and DPF (Diesel Particulate Filters), must use the newly formulated "Low Ash" motor oil. Shell offers the new API spec CJ-4 rated motor for the new diesel engines that meets the low ash requirements. Ash deposits from earlier oils could plug the catalyst and DPF. Shell (and I suspect other traditional diesel rated motor oil manufacturers) will have the shelves stocked around the country with the new CJ-4 motor oil by October 15th.

Any fuel treatment used in the 2007 vehicles must also meet the low ash requirements, which rules out using motor oils, ATF or 2-cycle oils as a fuel treatment in the 2007 diesels. This wouldn't apply to 2006 or earlier model year vehicles, though motor oil and ATF are dismissed as beneficial fuel treatments by the fuel injection system industry.

The fuel treatment brands Stanadyne and Power Service meet the requirements for the 2007 emissions systems. Other brands may also, but I haven't heard from them yet. If you buy a 2007 model year diesel and want to use a fuel treatment not mentioned here, find out whether it meets the new EPA & emissions system specs before using it.


Heartbeat Hauler
08-30-2006, 14:14
The fuel treatment brands Stanadyne and Power Service meet the requirements for the 2007 emissions systems.
Jim, I was having trouble getting the Stanadyne Total Performance (Blue Label) from the local diesel shop. They are telling me that they have 15 cases on back order because Standyne has not gotten their numbers (Lubricity) in the range that they want for the ULSD. I was able to get some off of the Camping World website, but I'm wondering now if this stuff I just bought is gonna be enough to offset the loss of lubricity in the new fuel. I also get fuel at a station that is a county co-op that refines their own diesel, and they state on the pump that it is 10% bio. In your opinion, will this 10% bio and the old formula Standyne offset the lack of lubricity in the ULSD?

More Power
08-30-2006, 23:43

The refineries are required to treat the ULSD to maintain the lubricity and corrosion protection offered by LSD. Whether they do or not is the question. I'm hearing that the refineries are actually attempting to remove all of the sulfur from the fuel, expecting some residual contamination from the distribution system. This lowers lubricity even further. The fines to the refineries for not meeting the targeted sulfur levels are onerous. I think in the long run, it'll all be sorted out, and we won't need to worry. It's the short term switch-over period that we may need to be concerned about.

Stanadyne told me that treating the fuel at the recommended ratio should restore ULSD to LSD lubricity levels even without additional refinery treatment. They went further, saying that a Performance Formula treatment ratio at 2x would provide added insurance (and increase sales of treatment....).

I'm told 1% bio will add 65% of the lost lubricity, so a 2% bio-diesel (B2) would add back all we need. Additionally, I'm hearing that some ULSD diesel fuel distributors in MN are actually using bio as the lubricity treatment....

Here's what Power Service sent to me in response to my request for info about their fuel treatment and diesel fuel lubricity....

There have been many changes in the last few years to the ASTM (American Society for Testing and Materials) D975 standard for diesel fuel. In January 2005 a new fuel lubricity standard ASTM D6079 was established for diesel fuel. This is a test method for evaluating lubricity of diesel fuel as measured by the HFRR (High Frequency Reciprocating Rig) Test with a wear scar not to exceed 520 microns. In all likelihood lubricity will be added at the refinery. Because this test is not precise there is an acceptable variance from 520 to 570 micron. Since it is more expensive to get the fuel down to the 520 micron wear scar most fuels will probably be closer to the 570. Lubricity is also more crucial for the smaller pickups and small cars than the big rigs. According to a study conducted by BOSCH ,which includes the interest of Stanadyne, Siemens, Denso and Delphi, the new standard for light duty fuel injection equipment is not even borderline. They are saying that the fuel needs to be at least 460 micron and they really want, but will not get, a HFRR 380 micron. In their study they say that for DFIE (diesel fuel injection equipment) fuel lubricity is the most valuable and crucial property and that Common-rail and Rotary pumps require the same level of lubricity. It should also be pointed out that injectors also benefit from better fuel lubricity. DFS, Diesel Kleen and Diesel 911 will get the lubricity of the fuel below the HFRR 520 and provide excellent fuel pump protection.

For the fuel pumps in diesel vehicles the fuel is the lubricating agent. If the fuel does not have adequate lubricity the fuel pumps will wear faster and can end in damage and pump failure. Power Service has several products that provide excellent lubricity protection and are labeled with the SlickDiesel logo. Diesel Fuel Supplement (DFS), Diesel Kleen and Diesel 911 all contain this excellent lubricity package. Diesel Fuel Supplement is the Number 1 selling diesel fuel additive in the USA. It is the best product to use for winter and it contains detergents to keep injectors from getting dirty, Cetane Boost to help with faster and easier engine starts, reduced emissions and white smoke, lessens engine noise and aids in faster engine warm-up. DFS contains SlickDiesel for excellent lubricity protection. When using the quart and 96-ounce containers a single treat is 1-ounce to each 3-gallons of fuel. If you add 25 gallons to your fuel tank then you would add 9-ounces of DFS (25 divided by 3 equals 8.3 [round fractions up to the next whole number] or 9-ounces of DFS). To add a double treat then just double this number or add 18-ounces. Diesel Kleen is the best non-winter product that you can use and is the Number 2 selling diesel fuel additive in the USA. Diesel Kleen does not have an antigel so it contains more detergents and more Cetane Boost than DFS. The detergents are strong enough to clean up dirty injectors within the spray pattern range of a new injector. Diesel Kleen will give even better fuel economy and will pay for itself when used with every fillup. Diesel Kleen has a better stability package, will increase the Cetane Boost of the fuel even better than DFS and also contains SlickDiesel. Both products will also help control condensation. The treat rate for Diesel Kleen in the quart and 96-ounce containers are the same as for DFS. Diesel 911 is the third best selling diesel fuel additive in the USA and it also contains SlickDiesel. Diesel 911 is intended to be used to get people out of trouble especially during the winter. Free water causes about one-third of all fuel flow problems in the winter. Diesel 911 does not contain an antigel but it will disperse water and help prevent water related problems in both summer and winter. Use Diesel 911 just before winter to disperse water caused by condensation and to prevent fuel filter icing when the first cold spell hits. Use 1 gallon to each 200 gallons of fuel or 1-ounce to each 1.5 gallons of fuel to pre-treat fuel tanks. Diesel 911 can also be used to de-ice frozen fuel filters and help to reliquefy gelled diesel fuel in big rigs. Diesel 911 also contains SlickDiesel.

DFS and Diesel Kleen are made to be used with every fillup and will solve most of the problems associated with diesel fuel. When you use these with every fillup your equipment will work better, last longer and have fewer repairs. The increase in fuel economy alone will pay for the additive and the other benefits are the icing on the cake.

I hope this answers some of your questions about our products and lubricity issues with the new Ultra Low Diesel Fuels coming on the market. Let me know if you have any other questions or concerns.

Best regards,

Power Service Products, Inc.

I should add that GM only recommends a water-demulsifying fuel treatment. PS is a water-emulsifying treatment.... There are pros and cons for each, and some opinions have been stated here in this board. If I had to make a recommendation, it would be to err on the side of warranty protection and follow GM's advice - though after 20 years of driving a GM diesel pickup, I've yet to hear of a warranty dispute arising from using a fuel treatment.


Heartbeat Hauler
08-31-2006, 20:36
Thanks Jim, sounds like I'm covered with the 10% bio, and Camping World had the Stanadyne Performance Formula in stock, and I am now the proud owner of 17 bottles....:D So with that and the Bio I'm not gonna sweat it. Again thanks for the info, good reading.

09-02-2006, 06:41
thanks for the information on the new low sulfer fuels ;Jim . been using 2cycle oil and diesel service mixed together on the 6.5 and now on the 6.6 ;put in about 1/2 pint perfill . noproblems yet , 155000 on '96 6.5 and 98000 on 01 6.6 . wonder if this will be sufficent for low sulfer! Keep up the good work!

More Power
09-02-2006, 11:21
There's no way of knowing what effect a fuel treatment might have on fuel lubricity without an HFRR (High Frequency Reciprocating Rig) test that the industry is using to determine fuel lubricity. The fuel treatment manufacturers have the money and incentive to conduct these tests, but the home brewers out there are basing their opinion on hunches. My guess would be that a mix ratio for diesel fuel and 2-cycle oil (used in a 2006 model year diesel or older) would be in the range of 200 to 500:1. But that's just a guess.

Don't use any sort of oil in the new 2007 model year diesel powered vehicles as a fuel treatment. The cats and soot traps would likely be damaged as a result.

Buy commercially available B2 (2% bio-diesel) and not worry about it..... :)


09-05-2006, 21:56
I'm not sure if it was covered but the ultra low sulfur diesel does have a lubricating additive that is put into it before transfer to truck racks. I work in the automation industry and have aided in the installation of these "lubricity" skids. The additive is added when the diesel comes into tankage from the pipeline. Unfortunately I don't know exactly what the additive is, but I will do more checking to see what I can find out about it. Most of the skids I have worked on are in California, Arizona, and Nevada. Hope this helps.

09-06-2006, 18:31
I was at my fuel jobber's yesterday. He showed me his latest bill of laden, and it showed where his distributer had added lubicity to the present load of fuel and he said they will continue to do it when the Ultra takes over. He made it plain that his customers doesn't need to add lubricity anymore.

09-07-2006, 11:54
thanks!" all " for the input; yes that sure is a home brew .
i also use Bio most of the time; seems to work quite well. Guess one should stick with Bio at least till all this gets ironed out!

09-26-2006, 16:06

Well, to protect my prized possession from the EPA mandated ruination of diesel fuel, I am taking the 2-Stroke additive route. Went to Walmart and bought a gallon of their Super Tech 2 Stroke TC-W3. Some here are putting 2 ounces per 16 gallons of fuel. I am trying 8 ounces per 16 gallons of fuel and will let you all know of the results, positive or negative. Any comments?


09-26-2006, 20:41
would a "hard parts" ip be affected by the lack of lube in ulsd?

More Power
09-27-2006, 09:44
The recent article we produced on the ULSD (http://www.thedieselpage.com/features/dtforumMT.htm) and the new emissions systems contains a discussion about 1982 to present GM diesel fuel injection systems. :)


01-11-2007, 17:42
Sounds like the stuff we went thru when all of the gas went from leaded to unleaded. We had to buy lead subsitute's. Until the valve seats were changed.
Gee I wonder if somebody sells sulfur sustitute ?

04-27-2007, 11:23
Jim, great article on the clean diesel fuel.
Side note, there is a typo on the date. Unless your dmax is a back to the future vehicle you couln't have attended it in August of 2007. I know things move slower in the south, but not that slow, its only April here.

More Power
04-27-2007, 12:41
Good catch! I guess I had 2007 on the brain.... :)

I'll have a new article on the web site before long that shows the LMM components and describes how the new emissions system operates. I recently got an opportunity to shoot some photos.

I was a little surprised that the new diesel particulate filter isn't serviceable, and that more of the exhaust system is welded together. This might be due to a wish by GM to prevent tampering - though the interconnectivity of the exhaust system and the electronics will prevent much alteration anyway. It'll be interesting to see how the aftermarket responds, and how long it'll take them to produce products for the LMM (or any new diesel).


05-01-2007, 21:47
Just a question about the chemistry. Having just returned from our annual 3,000 mile trek to the deep south (Ottawa - Florida return) I have been reviewing my mileage figures and discovered that somewhere I seem to have lost about 2 MPG on average. The two previous trips with this combination (6.2 na in a Buick Roadmaster with a 3,000lb camper out back) I got a consistant 28 MPG (IMP gal) throughout the trip. This time it worked out to 25-26 MPG.

This is the first time I have done the trip exclusively on ULSD. When they strip out the sulphur more then likely all of the other aromatics come with it. Is it possible these components added BTUs to the fuel? Up here in Canada we have yet to see ULSD on a consistant basis (or at least they are not advertising it) and this is the first time I could be sure I was using it. The car ran like a champ and I did use Power Service additive except for a couple of tanks of B5 but I can't seem to account for the drop in mileage.

Has anyone else noticed a similar difference?


More Power
05-05-2007, 14:47
I've read where the new ULSD contains about 1% less density, which could translate to a similar percent lower fuel economy. The local driving I'm doing here in Montana with ULSD hasn't produced much of a change in fuel economy. The last tank in our 2001 GMC produced about 17.5-mpg, which is normal for local driving (based on the prior 6 years of driving the same truck).

I suspect some fuel station owners are hesitant in labeling their pumps with ULSD stickers because of the fine that could be imposed if a sample is taken and they fail the 15-ppm sulfur limit. All of the stations I know about around here have been getting ULSD since about June of last year. It could take some time for the older fuel to be completely flushed out of the system, unless the station sells a lot of diesel fuel. Waiting a while before installing the new stickers may be an insurance policy against non-compliance.


05-06-2007, 17:08
reading all about the diesels, ive found both Ultra low sulfur and the low sulfur diesel in my area. I own a 6.5L Turbo diesel with 155K miles on it. Question is. NJ starts mandatory Emission inspection on all diesel trucks and cars starting in 2008. So question is, with the ultra low sulfur diesel, Am i supposed to be able to meet some kind of emission standard for my truck that the state is gonna make up since up until now, They have never tested diesels for emissions at all. i find my truck runs fine, cleaner with either as when i got it they were still using the 550 standard diesel and have slowly switched around me to either the low or the ultra low. i run whatever is cheapest, havent seen problems with either. will the lubicity of the ultra low and low take its toll on the injection system of these trucks at all

More Power
05-07-2007, 13:49
Your 6.5L TD will need to meet the emissions certification for the model year it was built. It will also need to be equipped with all of the emissions control devices it came with from the factory (i.e. cat converter) to pass a "visual" test. My guess is that they'll only be measuring exhaust opacity during a constant load and snap throttle test. This'll be done on a dyno of some sort. I doubt they'll analyze the gases, but that might be something to look for in the future.


05-07-2007, 16:07
Good catch! I guess I had 2007 on the brain.... :)

I'll have a new article on the web site before long that shows the LMM components and describes how the new emissions system operates. I recently got an opportunity to shoot some photos.

I was a little surprised that the new diesel particulate filter isn't serviceable, and that more of the exhaust system is welded together. This might be due to a wish by GM to prevent tampering - though the interconnectivity of the exhaust system and the electronics will prevent much alteration anyway. It'll be interesting to see how the aftermarket responds, and how long it'll take them to produce products for the LMM (or any new diesel).


I looked underneath my new truck today and noticed that the entire exhaust system is welded together. No "Off-Road" only pipe is going to replace the DPF easily...

Like you said electronics will most likely prevent it, but with programs that re-write ECM/PCM code, that can always be changed too...

Since the DPF should have a life expectancy of 200k miles give or take, cutting it off, cleaning and rewelding wouldn't be that big of a deal. By then, if this motor is truly like the LBZ I can see replacing the exhaust system, repgramming the computer, etc... By law, you can't tamper/modify a working, under warranty exhaust system and I doubt the DPF has a 200k warranty...

BTW, the selling dealer made me sign a "I won't tamper/remove emmission components from the Truck paperwork..."