Who started this whole ULSD leak issue??? - PeachParts Mercedes-Benz Forum

sublettm · #1 12-20-2006, 12:21 AM

I feel a little cursed. I read the post the other day asking who has experienced diesel leaks since the new ULSD came out. I thought to myself, I sure am glad I haven't had this problem... Well folks, I have this problem. My '87 didn't want to start yesterday morning. I cranked on it pretty good and she finally fired up. Didn't give it too much thought until I was feeling pretty sick yesterday and left work early. Got in the car and she wouldn't start. Well, at lunch today I went out and popped the hood and discovered a very wet IP. I finally got her fired up and drove her home tonight but now am looking at having to replace teh delivery valve seals. This will have to wait until after I get back from the trip to Florida but must be done. Is all of this just coincidence, or is the ULSD really causing all of these problems? I just hope the wife's doesn't start leaking too.

TMAllison · #2 12-20-2006, 12:32 AM

It's true, and my 99 has been biten too (DV#1 seal). Is related to the difference in aromatics added to the fuel per Chevron. Causes o-rings to dry out and shrink.

Be happy you have less o-ring seals than an OM606 does.

greasybenz · #3 12-20-2006, 01:01 AM

some biodiesel will control the aeromatics issue and swell the seals keeping it from leaking. But thats of course if you have access to some biodiesel to blend.

olsaltybastard · #4 12-20-2006, 01:08 AM

I use Diesel Kleen additive in hopes that I am preventing this. Of course, a little extra lube and a cetane point or two doesn't hurt.

compress ignite · #5 12-20-2006, 02:02 AM

LSD (low sulfur diesel) , and ULSD (ultra low sulfur diesel) are good for us and
the environment!
The domestic "Jobbers" and/or Refiners were supposed to put additives into
the ULSD to make it "Retroactive" to older diesels and pumps.[NON-DAMAGING]
GET REAL! The oil industry will do anything ...as long as it doesn't have to pay
for it! I read an article in which "COLONIAL" (one of the unknown largest pipe
-line owners domestically) refused to install the additives at the pipeline head
with the excuse of the danger of polluting the domestic Jet fuel supply.
These Bas-turds will do ANYTHING to save money!!!

Yeah, Yeah,Yeah write your congressional representative...(Find some other
way to waste your time in a less stressful manner)

Read this white paper from the NRC... then tell me we are not getting
screwed!

UNITED STATES
NUCLEAR REGULATORY COMMISSION
OFFICE OF NUCLEAR REACTOR REGULATION
WASHINGTON, D.C. 20555-0001
October 12, 2006
NRC INFORMATION NOTICE 2006-22: NEW ULTRA-LOW-SULFUR DIESEL FUEL OIL
COULD ADVERSELY IMPACT DIESEL ENGINE
PERFORMANCE
ADDRESSEES
All holders of operating licenses for nuclear power reactors, except those who have
permanently ceased operations and have certified that fuel has been permanently removed
from the reactor vessel.
PURPOSE
The U.S. Nuclear Regulatory Commission (NRC) is issuing this information notice (IN) to alert
licensees to the potential for new ultra-low-sulfur diesel (ULSD) fuel oil to adversely impact
engine performance. It is expected that recipients will review the information for applicability to
their facilities and consider actions, as appropriate, to avoid similar problems. However,
suggestions contained in this IN are not NRC requirements; therefore, no specific action or
written response is required.
DESCRIPTION OF CIRCUMSTANCES
In January 2001 and in June 2004, the U.S. Environmental Protection Agency (EPA) finalized
the Clean Diesel Trucks and Buses Rule and the Clean Nonroad Diesel Rule, respectively, with
more stringent standards for new diesel engines and fuels
(http://www.epa.gov/oms/regs/fuels/diesel/diesel.htm). The EPA rules require a reduction in the
sulfur content of highway diesel fuel from its current level of 500 parts per million (ppm) (low
sulfur diesel, or LSD) to 15 ppm (ULSD). Refiners were required to start producing the
cleaner-burning diesel fuel ULSD, for use in highway vehicles beginning June 1, 2006. The
EPA requires sulfur reductions for land-based nonroad diesel fuel to be accomplished in two
steps, with an interim step from currently uncontrolled levels to a 500 ppm cap starting in
June 2007 and the final step to 15 ppm in June 2010. Although the EPA requirements for the
15 ppm ULSD do not take effect until 2010 for nonroad diesel fuel, several nuclear power plant
licensees have received shipments of ULSD. The California Air Resources Board regulations
require that all California users of diesel fuel oil transition to ULSD fuel oil by June 1, 2006.
Some licensees have already received (and all licensees will eventually receive) ULSD fuel oil
from petroleum product refiners, distributors, and wholesalers and may have started using this
fuel in diesel engines that provide functions important to safety. Examples of diesel engines
ML062710079
IN 2006-22
Page 2 of 5
providing functions important to safety include: Emergency diesel generators (EDGs), dieseldriven
fire pumps, diesel-driven auxiliary feedwater pumps, diesel-driven essential service water
makeup pumps, diesel-driven instrument air compressors, security diesel generators, safe
shutdown facility diesel generators, diesel generators for emergency preparedness and
response functions, and station blackout diesel generators.
There are several diesel fuel properties other than sulfur concentration that change as a result
of moving to ULSD that may adversely effect the engine performance including:
Energy Content
In general, the processing required to reduce sulfur to 15 ppm also reduces the aromatics
content and density of diesel fuel, resulting in a reduction in volumetric energy content
(BTU/gallon). The expected reduction in energy content is 1.2 percent or more. Less energy
content of the fuel can reduce the instantaneous output rating of the diesel engine. The
reduced output rating may be less than the value specified in the plant’s design and licensing
basis, potentially rendering the diesel inoperable.
The reduced energy capacity of the ULSD may result in increased fuel consumption such that
the onsite diesel fuel storage capacity for the emergency diesel generators may be insufficient
to satisfy the plant’s design and licensing basis for diesel operation duration before offsite
replenishment is needed.
The reduced energy capacity may also lengthen the amount of time needed for the emergency
diesel generators to reach the required speed and voltage.
Fuel Particulate Build-up Increases
Additives to increase lubricity and to inhibit corrosion used by different refineries and wholesale
suppliers can react or become unstable in storage, which can result in increased fuel
particulates that may foul or plug filters and fuel injection equipment, and can affect suitability of
some testing methods. Some nuclear plant licensees using ULSD have observed an increase
in the rate of particulate buildup in samples from their diesel fuel oil storage tanks.
Fuel System Seal Leaks
Non-nuclear industry operating experience using ULSD shows an increased incidence of fuel
system leaks at points where elastomers (O-rings) are used to seal joints, with most leaks
occurring at the fuel pump and injectors. The evidence to date suggests the problem is linked
to a reduction in the aromatics content of the ULSD which affects seal swelling, as does seal
material and age of the material.
Compatibility with Lubricating Oil
As discussed in NRC IN 96-67, “Vulnerability of Emergency Diesel Generators to Fuel
Oil/Lubricating Oil Incompatibility,” lubricating oil contains an additive package that neutralizes
the products of combustion, most importantly sulfuric acid, to prevent engine corrosion. With a
IN 2006-22
Page 3 of 5
reduced amount of sulfur, there is more unreacted additive in the lubricating oil, which may
result in the formation of deposits when some of the oil is burned. These deposits can build up
behind the piston rings, forcing the rings to extrude and come into contact with the cylinder liner
wall, resulting in scuffing.
Microbial Growth
Diesel fuel that was desulfured at the refinery through hydrocracking (versus hydrotreatment)
may have a greater propensity for microbial growth due to an increased concentration of
n-alkanes (linear molecules).
Incompatible Metals
There are no known compatibility issues with aluminum, carbon steel, stainless steel, and
bronze. However, copper and zinc are incompatible with ULSD because both are oxidative
catalysts that will accelerate the formation of sediments, gels, and soaps (American Society for
Testing and Materials (ASTM) D975, Appendix X2.7.2).
Lubricity
Lubricity is a measure of the fuel’s ability to lubricate and protect the various parts of the
engine’s fuel injection system from wear. The processing required to reduce sulfur to 15 ppm
also removes naturally-occurring lubricity agents in diesel fuel. Rotary and distributor type fuel
pumps are completely fuel lubricated resulting in high sensitivity to fuel lubricity. Refiners treat
the diesel fuel with additives on a batch to batch basis to ensure adequate lubricity. Therefore,
receipt of ULSD with inadequate lubricity is possible but unlikely.
BACKGROUND
Applicable Regulatory Documents
General Design Criterion (GDC) 17, “Electric Power Systems,” of Appendix A, “General Design
Criteria for Nuclear Power Plants,” to Title 10 of the Code of Federal Regulations (10 CFR) Part
50, “Domestic Licensing of Production and Utilization Facilities,” requires that an onsite electric
power system and an offsite electric power system be provided to permit functioning of
structures, systems, and components important to safety. In addition, GDC 17 contains
requirements concerning system capacity, capability, independence, redundancy, availability,
testability, and reliability. Appendix B, “Quality Assurance Criteria for Nuclear Power Plants and
Fuel Reprocessing Plants,” to 10 CFR Part 50 establishes overall quality assurance
requirements for the design, construction, and operation of structures, systems, and
components important to safety.
IN 2006-22
Page 4 of 5
Regulatory Guide (RG) 1.137, Revision 1, “Fuel Oil Systems for Standby Diesel Generators”
dated October 1979, describes a method acceptable to the NRC staff for complying with the
Commission’s regulations regarding diesel fuel oil systems for standby diesel generators

DISCUSSION
In January 2001 and in June 2004, the EPA finalized the Clean Diesel Trucks and Buses Rule
and the Clean Nonroad Diesel Rule, respectively, with more stringent standards for new diesel
engines and fuels that require a reduction in diesel fuel sulfur content to 15 ppm. Some
licensees have already received, and all will eventually receive, this ULSD. As described
above, the ULSD has a number of properties that have the potential to degrade or render
inoperable the associated diesel engine or may create a condition that is inconsistent with
current plant design and licensing bases. This ULSD issue is of particular concern because it
effects all licensee diesel generators that are safety-related and/or important to safety, thereby,
presenting a possible common mode failure. Licensees can evaluate the potential impacts of
ULSD and can take measures to ensure the plant is consistent with the current design and
licensing basis and prevent the diesels from being rendered inoperable or significantly
degraded.
IN 2006-22

nhodges · #6 12-20-2006, 03:10 AM

Before you mess with your delivery valves, be sure that you have the correct splined socket. There is one for 85 and below and one for 86 and beyond.

nhdoc · #7 12-20-2006, 07:07 AM

The tree huggers who are praising ULSD's virtues don't consider the MILLIONS of gallons of fuel seeping into the groundwater, do they? OK, so we'll be breathing easier while we drink all this ULSD that our cars and trucks and trains are spewing all over the ground

Which would you rather die from, lung cancer or liver cancer?

#8 12-20-2006, 08:32 AM

Man, things have changed.

In 1985, when I bought my first MB diesel(1964 190Dc), diesel fuel was .40 to .50 cents less than a gallon of 87 octane gasoline. That fact, coupled with the high mpg, at the time, of these cars mad them economical to drive.

Today, my wife's 300 hp. Eldorado gets 26mpg on the highway, while 'ol stinky gets aroud 22mpg. Diesel costs .40 to .50 cents more than a gallon of premium unleaded. To add insult to injury, since my '84 300D lacks abs and airbags, I pay 30% more for insurance, and now comes the issue with ulsd fuel, not to mention the falling dollar and rising euro, causing parts to become more expensive.

Shorebilly · #9 12-20-2006, 08:46 AM

Quote:

Originally Posted by olsaltybastard

I use Diesel Kleen additive in hopes that I am preventing this. Of course, a little extra lube and a cetane point or two doesn't hurt.

Which one are you using? White or Silver??

I fully agree on the need for a little extra lube and stuff......was using Diesel Kleen.....now experimenting with Syandyne Diesel Performance Formula......

SB

There must be something to this "'ol salt" stuff...we seem to think a bit alike....

SB

Tiredofagasser · #10 12-20-2006, 09:59 AM

It seems to have started with my old injector return lines. That one was nbd. They looked original!

Now I seem to have them(leaks) coming from various places and not all the time or all at once. These are very small quantites but still enough to notice. I also noticed considerable primary filter clogging within the first tank of the USLD garbage. As someone mentioned, I too use Power Service Diesel Kleen in the silver/ gray container in hopes the seal and leaking situation may be avoided. I also have noticed starting problems after an overnight rest period or 6 plus hrs. at any time and temperature. I totally agree with that paper from the Nuclear folks. Is there anything else we can do to improve our outlook with these issues? A side note: Don't you love the tree huggers that ask you why you drive a car(they mean diesel) that causes or contributes the MOST greenhouse gas pollution in our atmospere. They make me dizzy

pleiades · #11 12-20-2006, 10:26 AM

I have yet to have any leaks on my 82 turbo 617, but it seems the 616/617 is less prone to the leaks than then 603 and 606 engines. That NRC report is scary, though. I'd imagine the freight industry would have some sort of lobbying power that could get the problem fixed, because if our diesels (and the ones at nuclear power stations) are having these problems, semis probably have something similar. Of course, the current political climate will probably put "the environment" first.

H-townbenzoboy · #12 12-20-2006, 01:15 PM

Quote:

Originally Posted by greasybenz

some biodiesel will control the aeromatics issue and swell the seals keeping it from leaking. But thats of course if you have access to some biodiesel to blend.

That just puts a band-aid over the situation at hand. The fuel lines are already in poor condition and were suspect to leaking before the switch to ULSD, the ULSD is "thinner", and it seeks out the leaks. He needs to just go ahead the replace the components that are leaking.

I don't think biodiesel would make the problem go away either, because from what I remember, don't folks who usually switch to high blends of biodiesel experience fuel leaks in old lines too, like ULSD?

H-townbenzoboy · #13 12-20-2006, 01:20 PM

Quote:

Originally Posted by compress ignite

The domestic "Jobbers" and/or Refiners were supposed to put additives into
the ULSD to make it "Retroactive" to older diesels and pumps.[NON-DAMAGING]

I could say this all day long until I'm blue in the face. Our IPs ARE NOT lubricated by diesel fuel, but by motor oil. IP damage is not an issue for us. ULSD is NOT gonna kill your car. Rust or an accident will probably do that.

vstech · #14 12-20-2006, 01:35 PM

the entire IP is not lubed by Oil, the plungers and adjustable valves are lubed by fuel... afaiK
John

TMAllison · #15 12-20-2006, 02:13 PM

Quote:

Originally Posted by H-townbenzoboy

I don't think biodiesel would make the problem go away either, because from what I remember, don't folks who usually switch to high blends of biodiesel experience fuel leaks in old lines too, like ULSD?

Higher blends of Bio are detrimental to the rubber fuel lines used in the older (80's) diesels. The OM606 (95 and on) and possibly some earlier 90's engines use resistant fuel lines and seals.