This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: D975 − 20c

Standard Specification for

Diesel Fuel1
This standard is issued under the fixed designation D975; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.

1. Scope* 1.1.7 Grade No. 4-D—A heavy distillate fuel, or a blend of

distillate and residual oil, for use in low- and medium-speed
1.1 This specification covers seven grades of diesel fuel diesel engines in applications involving predominantly con-
suitable for various types of diesel engines. These grades are stant speed and load.
described as follows:
NOTE 1—A more detailed description of the grades of diesel fuels is
1.1.1 Grade No. 1-D S15—A special-purpose, light middle given in X1.2.
distillate fuel for use in diesel engine applications requiring a NOTE 2—The Sxxx designation has been adopted to distinguish grades
fuel with 15 ppm sulfur (maximum) and higher volatility than by sulfur rather than using words such as “Low Sulfur” as previously
that provided by Grade No. 2-D S15 fuel.2 because the number of sulfur grades is growing and the word descriptions
were thought to be not precise. S5000 grades correspond to the so-called
1.1.2 Grade No. 1-D S500—A special-purpose, light middle “regular” sulfur grades, the previous No. 1-D and No. 2-D. S500 grades
distillate fuel for use in diesel engine applications requiring a correspond to the previous “Low Sulfur” grades. S15 grades were not in
fuel with 500 ppm sulfur (maximum) and higher volatility than the previous grade system and are commonly referred to as “Ultra-Low
Sulfur” grades or ULSD.
that provided by Grade No. 2-D S500 fuel.2
1.2 This specification, unless otherwise provided by agree-
1.1.3 Grade No. 1-D S5000—A special-purpose, light
ment between the purchaser and the supplier, prescribes the
middle distillate fuel for use in diesel engine applications
required properties of diesel fuels at the time and place of
requiring a fuel with 5000 ppm sulfur (maximum) and higher
delivery.
volatility than that provided by Grade No. 2-D S5000 fuels. 1.2.1 Nothing in this specification shall preclude observance
1.1.4 Grade No. 2-D S15—A general purpose, middle dis- of federal, state, or local regulations which can be more
tillate fuel for use in diesel engine applications requiring a fuel restrictive.
with 15 ppm sulfur (maximum). It is especially suitable for use
NOTE 3—The generation and dissipation of static electricity can create
in applications with conditions of varying speed and load.2 problems in the handling of distillate diesel fuels. For more information on
1.1.5 Grade No. 2-D S500—A general-purpose, middle the subject, see Guide D4865.
distillate fuel for use in diesel engine applications requiring a 1.3 The values stated in SI units are to be regarded as
fuel with 500 ppm sulfur (maximum). It is especially suitable standard. No other units of measurement are included in this
for use in applications with conditions of varying speed and standard.
load.2 1.4 This international standard was developed in accor-
1.1.6 Grade No. 2-D S5000—A general-purpose, middle dance with internationally recognized principles on standard-
distillate fuel for use in diesel engine applications requiring a ization established in the Decision on Principles for the
fuel with 5000 ppm sulfur (maximum), especially in conditions Development of International Standards, Guides and Recom-
of varying speed and load. mendations issued by the World Trade Organization Technical
Barriers to Trade (TBT) Committee.

1
2. Referenced Documents
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of 2.1 ASTM Standards:3
Subcommittee D02.E0 on Burner, Diesel and Non-Aviation Gas Turbine Fuels. D56 Test Method for Flash Point by Tag Closed Cup Tester
Current edition approved Nov. 1, 2020. Published November 2020. Originally
approved in 1948. Last previous edition approved in 2020 as D975 – 20b. DOI:
D86 Test Method for Distillation of Petroleum Products and
10.1520/D0975-20C.
2
This fuel complies with 40 CFR Part 80—Control of Air Pollution from New
3
Motor Vehicles: Heavy–Duty Engines and Vehicle Standards and Highway Diesel For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Fuel Sulfur Control Requirements: Final Rule. Regulation of Fuels and Fuel contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
Additives: Fuel Quality Regulations for Highway Diesel Fuel Sold in 1993 and Standards volume information, refer to the standard’s Document Summary page on
Later Calendar Years. the ASTM website.

*A Summary of Changes section appears at the end of this standard

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 D975 − 20c
Liquid Fuels at Atmospheric Pressure D4865 Guide for Generation and Dissipation of Static Elec-
D93 Test Methods for Flash Point by Pensky-Martens tricity in Petroleum Fuel Systems
Closed Cup Tester D5304 Test Method for Assessing Middle Distillate Fuel
D129 Test Method for Sulfur in Petroleum Products (Gen- Storage Stability by Oxygen Overpressure
eral High Pressure Decomposition Device Method) D5453 Test Method for Determination of Total Sulfur in
D130 Test Method for Corrosiveness to Copper from Petro- Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
leum Products by Copper Strip Test Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
D445 Test Method for Kinematic Viscosity of Transparent D5771 Test Method for Cloud Point of Petroleum Products
and Opaque Liquids (and Calculation of Dynamic Viscos- and Liquid Fuels (Optical Detection Stepped Cooling
ity) Method)
D482 Test Method for Ash from Petroleum Products D5772 Test Method for Cloud Point of Petroleum Products
D524 Test Method for Ramsbottom Carbon Residue of and Liquid Fuels (Linear Cooling Rate Method)
Petroleum Products D5773 Test Method for Cloud Point of Petroleum Products
D613 Test Method for Cetane Number of Diesel Fuel Oil and Liquid Fuels (Constant Cooling Rate Method)
D1266 Test Method for Sulfur in Petroleum Products (Lamp D5842 Practice for Sampling and Handling of Fuels for
Method) Volatility Measurement
D1319 Test Method for Hydrocarbon Types in Liquid Petro- D5854 Practice for Mixing and Handling of Liquid Samples
leum Products by Fluorescent Indicator Adsorption of Petroleum and Petroleum Products
D1552 Test Method for Sulfur in Petroleum Products by D6078 Test Method for Evaluating Lubricity of Diesel Fuels
High Temperature Combustion and Infrared (IR) Detec- by the Scuffing Load Ball-on-Cylinder Lubricity Evalua-
tion or Thermal Conductivity Detection (TCD) tor (SLBOCLE)
D1796 Test Method for Water and Sediment in Fuel Oils by D6079 Test Method for Evaluating Lubricity of Diesel Fuels
the Centrifuge Method (Laboratory Procedure) by the High-Frequency Reciprocating Rig (HFRR)
D2274 Test Method for Oxidation Stability of Distillate Fuel D6217 Test Method for Particulate Contamination in Middle
Oil (Accelerated Method) Distillate Fuels by Laboratory Filtration
D2500 Test Method for Cloud Point of Petroleum Products D6304 Test Method for Determination of Water in Petro-
and Liquid Fuels leum Products, Lubricating Oils, and Additives by Cou-
D2622 Test Method for Sulfur in Petroleum Products by lometric Karl Fischer Titration
Wavelength Dispersive X-ray Fluorescence Spectrometry D6371 Test Method for Cold Filter Plugging Point of Diesel
D2624 Test Methods for Electrical Conductivity of Aviation and Heating Fuels
and Distillate Fuels D6468 Test Method for High Temperature Stability of
D2709 Test Method for Water and Sediment in Middle Middle Distillate Fuels
Distillate Fuels by Centrifuge D6469 Guide for Microbial Contamination in Fuels and Fuel
D2880 Specification for Gas Turbine Fuel Oils Systems
D2887 Test Method for Boiling Range Distribution of Pe- D6751 Specification for Biodiesel Fuel Blend Stock (B100)
troleum Fractions by Gas Chromatography for Middle Distillate Fuels
D3120 Test Method for Trace Quantities of Sulfur in Light D6890 Test Method for Determination of Ignition Delay and
Liquid Petroleum Hydrocarbons by Oxidative Microcou- Derived Cetane Number (DCN) of Diesel Fuel Oils by
lometry Combustion in a Constant Volume Chamber
D3828 Test Methods for Flash Point by Small Scale Closed D6898 Test Method for Evaluating Diesel Fuel Lubricity by
Cup Tester an Injection Pump Rig
D4057 Practice for Manual Sampling of Petroleum and D7039 Test Method for Sulfur in Gasoline, Diesel Fuel, Jet
Petroleum Products Fuel, Kerosine, Biodiesel, Biodiesel Blends, and
D4176 Test Method for Free Water and Particulate Contami- Gasoline-Ethanol Blends by Monochromatic Wavelength
nation in Distillate Fuels (Visual Inspection Procedures) Dispersive X-ray Fluorescence Spectrometry
D4177 Practice for Automatic Sampling of Petroleum and D7042 Test Method for Dynamic Viscosity and Density of
Petroleum Products Liquids by Stabinger Viscometer (and the Calculation of
D4294 Test Method for Sulfur in Petroleum and Petroleum Kinematic Viscosity)
Products by Energy Dispersive X-ray Fluorescence Spec- D7094 Test Method for Flash Point by Modified Continu-
trometry ously Closed Cup (MCCCFP) Tester
D4306 Practice for Aviation Fuel Sample Containers for D7220 Test Method for Sulfur in Automotive, Heating, and
Tests Affected by Trace Contamination Jet Fuels by Monochromatic Energy Dispersive X-ray
D4308 Test Method for Electrical Conductivity of Liquid Fluorescence Spectrometry
Hydrocarbons by Precision Meter D7344 Test Method for Distillation of Petroleum Products
D4539 Test Method for Filterability of Diesel Fuels by and Liquid Fuels at Atmospheric Pressure (Mini Method)
Low-Temperature Flow Test (LTFT) D7345 Test Method for Distillation of Petroleum Products
D4737 Test Method for Calculated Cetane Index by Four and Liquid Fuels at Atmospheric Pressure (Micro Distil-
Variable Equation lation Method)

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 D975 − 20c
D7371 Test Method for Determination of Biodiesel (Fatty ISO 4406 Hydraulic fluid power—Fluids—Method for cod-
Acid Methyl Esters) Content in Diesel Fuel Oil Using Mid ing the level of contamination by solid particles5
Infrared Spectroscopy (FTIR-ATR-PLS Method) ISO 16889 Hydraulic fluid power—Filters—Multi-pass
D7467 Specification for Diesel Fuel Oil, Biodiesel Blend method for evaluating filtration performance of a filter
(B6 to B20) element5
D7545 Test Method for Oxidation Stability of Middle Dis-
tillate Fuels—Rapid Small Scale Oxidation Test (RSSOT) 3. Terminology
D7619 Test Method for Sizing and Counting Particles in 3.1 Definitions:
Light and Middle Distillate Fuels, by Automatic Particle 3.1.1 additive, n—in diesel fuels, a substance added to diesel
Counter fuel at a blend level not greater than 1 % by volume of the
D7668 Test Method for Determination of Derived Cetane finished fuel.
Number (DCN) of Diesel Fuel Oils—Ignition Delay and
3.1.1.1 Discussion—Additives are generally included in fin-
Combustion Delay Using a Constant Volume Combustion
ished diesel fuel to enhance performance properties (for
Chamber Method
example, cetane number, lubricity, cold flow, etc.).
D7683 Test Method for Cloud Point of Petroleum Products
3.1.1.2 Discussion—Additives that contain hydrocarbon oil
and Liquid Fuels (Small Test Jar Method)
blended with other substances may exclude the hydrocarbon oil
D7688 Test Method for Evaluating Lubricity of Diesel Fuels
portion for determination of the volume percent of the additive
by the High-Frequency Reciprocating Rig (HFRR) by
in the finished fuel.
Visual Observation
3.1.1.3 Discussion—Triglycerides (for example, vegetable
D7689 Test Method for Cloud Point of Petroleum Products
oils, animal fats, greases, and so forth) have been found to
and Liquid Fuels (Mini Method)
cause fouling of fuel oil burning equipment. Similar fouling is
D7861 Test Method for Determination of Fatty Acid Methyl
expected in diesel engine applications and triglycerides are
Esters (FAME) in Diesel Fuel by Linear Variable Filter
therefore not allowed as additives or components of additives.
(LVF) Array Based Mid-Infrared Spectroscopy
3.1.2 alternative blendstock, n—in diesel fuels and fuel oils,
D7945 Test Method for Determination of Dynamic Viscosity
a non-hydrocarbon oil substance added to diesel fuel and fuel
and Derived Kinematic Viscosity of Liquids by Constant
oil at blend levels greater than 1 % by volume of the finished
Pressure Viscometer
fuel.
D8183 Test Method for Determination of Indicated Cetane
Number (ICN) of Diesel Fuel Oils using a Constant 3.1.2.1 Discussion—An alternative blendstock should nor-
Volume Combustion Chamber—Reference Fuels Calibra- mally have an industry consensus standard or an annex in this
tion Method specification that defines its physical and chemical properties.
D8148 Test Method for Spectroscopic Determination of 3.1.2.2 Discussion—See Appendix X7 for guidance regard-
Haze in Fuels ing new materials for #1-D and #2-D grades of diesel fuels.
E29 Practice for Using Significant Digits in Test Data to 3.1.3 biodiesel, n—fuel comprised of mono-alkyl esters of
Determine Conformance with Specifications long chain fatty acids derived from vegetable oils or animal
E1064 Test Method for Water in Organic Liquids by Coulo- fats, designated B100.
metric Karl Fischer Titration 3.1.4 biodiesel blend (BXX), n—blend of biodiesel fuel with
2.2 Other Documents: diesel fuels and fuel oils.
26 CFR Part 48 Manufacturers and Realtors Excise Taxes4 3.1.4.1 Discussion—In the abbreviation, BXX, the XX rep-
40 CFR Part 80 Regulation of Fuels and Fuel Additives4 resents the volume percentage of biodiesel fuel in the blend.
API RP 2003 Protection Against Ignitions Arising Out of 3.1.5 fuel contaminants, n—material not intended to be
Static, Lightning, and Stray Currents5 present in a fuel, whether introduced during or subsequent to
EN 14078 Liquid petroleum products—Determination of manufacture, handling, distribution or storage, that makes the
fatty acid methyl esters (FAME) in middle distillates— fuel less suitable for the intended use.
Infrared spectroscopy method6 3.1.5.1 Discussion—Fuel contaminants include materials in-
EN 15751 Automotive fuels—Fatty acid methyl ester troduced subsequent to the manufacture of fuel and fuel
(FAME) fuel and blends with diesel fuel—Determination degradation products. Contaminants, which can be soluble in
of oxidation stability by accelerated oxidation method6 the fuel or insoluble (suspended liquid droplets or solid or
IP 156 Determination of hydrocarbon types in petroleum semisolid particles), can be the result of improper processing or
products—Fluorescent indicator adsorption method7 contamination by a wide range of materials including water,
rust, airblown dust, deterioration of internal protective coatings
on pipes or vessels and products of fuel degradation and
4
Available from U.S. Government Printing Office, Superintendent of biological growth. Solid or semisolid contaminants can be
Documents, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401.
5
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
referred to as silt or sediment.
4th Floor, New York, NY 10036, http://www.ansi.org.
6
3.1.6 fuel-degradation products, n—those materials that are
Available from the National CEN members listed on the CEN website
(www.cenorm.be) or from the CEN/TC 19 Secretariat ([email protected]).
formed in fuel during storage, usage, or exposure to high
7
Available from Energy Institute, 61 New Cavendish St., London, W1G 7AR, temperatures and pressures.
U.K., http://www.energyinst.org. 3.1.6.1 Discussion—Insoluble degradation products can

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 D975 − 20c
combine with other fuel contaminants to enhance deleterious fuels, the atmosphere above the fuels in a container such as a
effects. Soluble degradation products (soluble gums) are less tanker truck, rail car, or barge, is normally below the lower
volatile than fuel and can carbonize to form deposits due to explosive limit, so there is low risk of fire or explosion should
complex interactions and oxidation of small amounts of an electrostatic discharge (spark) occur. However, when the
olefinic or sulfur-, oxygen-, or nitrogen-containing compounds previous load in the compartment was a volatile, flammable
present in fuels. The formation of degradation products can be fuel such as gasoline, and if some residual fuel vapor or mist
catalyzed by dissolved metals, especially copper and zinc. remains in the compartment, and the container has a mixture of
When dissolved copper and zinc are present it can be deacti- air and fuel vapor or mist (that is, not purged with an inert gas),
vated with metal deactivator additives. then there is a risk that the atmosphere in the container being
3.1.7 hydrocarbon oil, n—a homogeneous mixture with filled could be in the explosive range creating a hazard should
elemental composition primarily of carbon and hydrogen that an electrostatic discharge occur.
may also contain sulfur, oxygen, or nitrogen from residual 3.2 Definitions of Terms Specific to This Standard:
impurities and contaminants associated with the fuel’s raw 3.2.1 bulk fuel, n—fuel in a vessel exceeding 400 L.
materials and manufacturing processes and excluding added 3.2.2 long-term storage, n—storage of fuel for longer than
oxygenated materials. 12 months after it is received by the user.
3.1.7.1 Discussion—Neither macro nor micro emulsions are
included in this definition since neither are homogeneous 4. Sampling, Containers, and Sample Handling
mixtures.
4.1 It is strongly advised to review all test methods prior to
3.1.7.2 Discussion—Examples of excluded oxygenated ma-
sampling to understand the importance and effects of sampling
terials are alcohols, esters, ethers, and triglycerides.
technique, proper containers, and special handling required for
3.1.7.3 Discussion—The hydrocarbon oil may be manufac-
each test method.
tured from a variety of raw materials, for example petroleum
(crude oil), oil sands, natural gas, coal, and biomass. Appendix 4.2 Correct sampling procedures are critical to obtaining a
X7 discusses some matters for consideration regarding the use representative sample of the diesel fuel to be tested. Refer to
of diesel fuels from feedstocks other than petroleum. Appendix X2 for recommendations. The recommended proce-
dures or practices provide techniques useful in the proper
3.1.8 S(numerical specification maximum), n—a part of the
sampling or handling of diesel fuels.
grade name that states the maximum sulfur content, in ppm by
mass (mg/kg), allowed by this specification and formatted as S
5. Test Methods
followed with no space by the numerical sulfur maximum.
3.1.8.1 Discussion—Of the seven diesel fuel grades speci- 5.1 The requirements enumerated in this specification shall
fied in this standard, six have important distinguishing maxi- be determined in accordance with the following methods:
mum sulfur regulatory requirements. These are Grades No. 1-D 5.1.1 Flash Point—Test Methods D93, except where other
S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D methods are prescribed by law. For all grades, Test Methods
S500 and No. 2-D S5000. The seventh grade, No. 4-D, is D3828 and D7094 may be used as alternatives with the same
distinguished from these other grades by many major proper- limits. For Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000,
ties in addition to sulfur (unregulated maximum), and therefore No. 2-D S15, No. 2-D S500, and No. 2-D S5000, Test Method
is not included in this designation system. Thus, Grade No. 4-D D56 may be used as an alternative with the same limits,
does not have the designation S20000 as part of its grade name. provided the flash point is below 93 °C and the viscosity is
3.1.8.2 Discussion—mg/kg is equivalent to µg/g, 1×10-4 % below 5.5 mm2/s at 40 °C. This test method will give slightly
by mass, and mass fraction 0.000001. lower values. In cases of dispute, Test Methods D93 shall be
3.1.8.3 Discussion—Most, but not all, test methods to de- used as the referee method. Test Method D56 may not be used
termine sulfur content mentioned in this specification produce as the alternative method for Grade No. 4-D because its
results in units of mg/kg. Consult the test method in use to minimum viscosity limit is 5.5 mm2/s at 40 °C.
determine units for a particular result. 5.1.2 Cloud Point—Test Method D2500. For all fuel grades
in Table 1, bias-corrected results from the automatic Test
3.1.9 severe use, n—use of the fuel in applications where Methods D5771, D5772, D5773, D7683, or D7689 may be
engines operating under high load conditions can cause the fuel used as alternatives with the same limits. Bias-correction
to be exposed to excessive heat and pressure. equations are noted in the respective precision sections of each
3.1.10 switch loading, n—of liquid fuels, the practice of automatic test method. In case of dispute, Test Method D2500
loading low vapor pressure product (for example, diesel fuel) shall be the referee method.
into an empty or near-empty fixed or portable container that 5.1.3 Water and Sediment—Test Method D2709 is used for
previously held a high or intermediate vapor pressure product fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No.
(such as gasoline or solvent) without prior compartment 2-D S15, No. 2-D S500, and No. 2-D S5000. Test Method
cleaning treatment and inert gas purging; and the reverse D1796 is used for Grade No. 4-D. See Appendix X8 for
procedure where a high vapor pressure product is added to a additional guidance on water and sediment in Grades No. 1-D
container that previously held a low vapor pressure product. and 2-D diesel fuels.
3.1.10.1 Discussion—Since middle distillate fuels have 5.1.4 Carbon Residue—Test Method D524 is used for fuel
flash points above 38 °C, during normal distribution of these Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D

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 D975 − 20c
TABLE 1 Detailed Requirements for Diesel FuelA ,B

ASTM Grade
Property Test No. 1-D No. 1-D No. 1-D No. 2-D No. 2-D No. 2-D
MethodC No. 4-DE
S15 S500D S5000E S15F S500D,F S5000E,F
Flash Point, °C, min. D93 38 38 38 52F 52F 52F 55
Water and Sediment, percent volume, max D2709 0.05 0.05 0.05 0.05 0.05 0.05 ...
D1796 ... ... ... ... ... ... 0.50
Distillation Temperature, °C 90 %, percent volume D86
recovered
min ... ... ... 282F 282F 282F ...
max 288 288 288 338 338 338 ...
Kinematic Viscosity, mm2/S at 40 °C D445
min 1.3 1.3 1.3 1.9F 1.9F 1.9F 5.5
max ... 2.4 2.4 2.4 4.1 4.1 4.1 24.0
Ash percent mass, max D482 0.01 0.01 0.01 0.01 0.01 0.01 0.10
Sulfur, ppm (µg/g)G max D5453 15 ... ... 15 ... ... ...
percent mass, max D2622H ... 0.05 0.50 ... 0.05 0.50 2.00
Copper strip corrosion rating, max D130 No. 3 No. 3 No. 3 No. 3 No. 3 No. 3 ...
(3 h at a minimum control temperature of 50 °C)
Cetane number, minI D613 40.J 40.J 40.J 40.J 40.J 40.J 30.J
One of the following properties must
be met:
(1) Cetane index, min. D976–80H 40 40 ... 40 40 ... ...
(2) Aromaticity, percent volume, max D1319H, K 35 35 ... 35 35 ... ...
Operability Requirements
L L L L L L
Cloud point, °C, max D2500 ...
or
LTFT/CFPP, °C, max D4539/D6371
Ramsbottom carbon residue on 10 % D524 0.15 0.15 0.15 0.35 0.35 0.35 ...
distillation residue, percent mass, max
Lubricity, HFRR @ 60 °C, micron, max D6079/D7688 520 520 520 520 520 520 ...
Conductivity, pS/m or Conductivity Units (C.U.), min D2624/D4308 25M 25M 25M 25M 25M 25M ...
A
To meet special operating conditions, modifications of individual limiting requirements may be agreed upon between purchaser, seller, and manufacturer.
B
See Sections 6 and 7 for further statements on diesel fuel requirements.
C
The test methods indicated are the approved referee methods. Other acceptable methods are indicated in 5.1.
D
Unless otherwise exempted under United States regulations, if Grades No. 1–DS15, No. 1–D S500, No. 2–D S15, or No. 2–D S500 are sold for tax exempt purposes
then, at or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equivalent to 3.9 lb of
the solid dye standard Solvent Red 26 per thousand barrels of diesel fuel or kerosine, or the tax must be collected.
E
Under United States regulations, Grades No.1–D S5000, No. 2–D S5000, and No. 4–D are required by 40 CFR Part 80 to contain a sufficient amount of the dye Solvent
Red 164 so its presence is visually apparent. At or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a
concentration spectrally equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand barrels of diesel fuel or kerosine.
F
When a cloud point less than −12 °C is specified, as can occur during cold months, it is permitted and normal blending practice to combine Grades No. 1 and No. 2 to
meet the low temperature requirements. In that case, the minimum flash point shall be 38 °C, the minimum viscosity at 40 °C shall be 1.7 mm2/s, and the minimum 90 %
recovered temperature shall be waived.
G
Other sulfur limits can apply in selected areas in the United States and in other countries.
H
These test methods are specified in 40 CFR Part 80 for S500 grades.
I
Where cetane number by Test Method D613 is not available, Test Method D4737 can be used as an approximation. Although biodiesel blends are excluded from the scope
of Test Method D4737, the results of Test Method D4737 for up to B5 blends can be used as an approximation.
J
Low ambient temperatures as well as engine operation at high altitudes may require the use of fuels with higher cetane ratings.
K
See 5.1.12.
L
It is unrealistic to specify low temperature properties that will ensure satisfactory operation at all ambient conditions. In general, cloud point Low Temperature Flow Test,
and Cold Filter Plugging Point Test may be used as an estimate of operating temperature limits for Grades No. 1–D S15; No. 2–D S15; No. 1–D S500; No. 2–D S500;
and No. 1–D S5000 and No. 2–D S5000 diesel fuel. However, satisfactory operation below the cloud point may be achieved depending on equipment design, operating
conditions, and the use of flow-improver additives as described in X5.1.2. Appropriate low temperature operability properties should be agreed upon between the fuel
supplier and purchaser for the intended use and expected ambient temperatures. Test Methods D4539 and D6371 may be especially useful to estimate vehicle low
temperature operability limits when flow improvers are used. Due to fuel delivery system, engine design, and test method differences, low temperature operability tests
may not provide the same degree of protection in various vehicle operating classes. Tenth percentile minimum air temperatures for U.S. locations are provided in Appendix
X5 as a means of estimating expected regional temperatures. The tenth percentile minimum air temperatures can be used to estimate expected regional target
temperatures for use with Test Methods D2500, D4539, and D6371. Refer to X5.1.3 for further general guidance on test application.
M
The electrical conductivity of the diesel fuel is measured at the time and temperature of the fuel at delivery. The 25 pS/m minimum conductivity requirement applies at
all instances of high velocity transfer (7 m/s) but sometimes lower velocities, see 8.1 for detailed requirements) into mobile transport (for example, tanker trucks, rail cars,
and barges).

S15, No. 2-D S500 and No. 2-D S5000. Grade No. 4-D does D7344, or D7345 can be used as an alternative. Results from
not have a limit for carbon residue. Test Method D2887 shall be reported as “Predicted D86”
5.1.5 Ash—Test Method D482 is used for all grades in Table results by application of the correlation in Appendix X4 of Test
1. Method D2887 to convert the values. Results from Test
5.1.6 Distillation—Test Method D86 is used for Grades No. Methods D7344 and D7345 shall be reported as “Predicted
1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D D86” results by application of the corrections described in Test
S500, and No. 2-D S5000. For all grades, Test Method D2887, Methods D7344 and D7345 to improve agreement with D86

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values. In case of dispute, Test Method D86 shall be the referee 2-D S500. Grades No. 1-D S5000, No. 2-D S5000 and No. 4-D
method. Grade No. 4-D does not have distillation require- do not have an aromatics content requirement, so do not use
ments. this test method as a surrogate for aromatics content.
5.1.7 Viscosity—Test Method D445 and D7945 may be used 5.1.12 Aromaticity—Test Method D1319. This test method
for all fuel grades in Table 1 with the same limits. Bias- provides an indication of the aromatics content of fuels. For
corrected values from Test Method D7042 may be used as fuels with a maximum final boiling point of 315 °C, this
alternative results for Test Method D445 on Grades No. 1-D method is a measurement of the aromatic content of the fuel.
and No. 2-D with the same limits. Section 15, Precision and This test method is used for fuel Grades No. 1-D S15, No. 1-D
Bias, of Test Method D7042 contains bias-correction informa- S500, No. 2-D S15 and No. 2-D S500. Grades No. 1-D S5000,
tion. In case of dispute, Test Method D445 shall be used as the No. 2-D S5000 and No. 4-D do not have an aromatics content
referee method. requirement. The supplier of the fluorescent indicator dyed gel
5.1.8 Sulfur—The following list shows the referee test used in Test Method D1319 (and IP 156) is no longer able to
methods and alternative test methods for sulfur and the supply the dye needed for the method to work with diesel fuel.
corresponding fuel grades to which each applies. Lot numbers 3000000975 and above will not provide correct
Sulfur
aromatics values.
Grades 5.1.13 Lubricity—Test Method D6079 or D7688. Test
Test Method
D129 No. 1-D S5000, No. 2-D Method D6079 shall be the referee method.
S5000,
No. 4-D
5.1.14 Conductivity—Both conductivity test methods, Test
D1266 No. 1-D S500, No. 2-D S500 Methods D2624 and D4308 are allowed for all grades of No. 1
D1552 No. 1-D S5000, No. 2-D and No. 2 diesel fuels. There is no conductivity requirement for
S5000,
No. 4-D
No. 4 diesel fuel. For conductivities below 1 pS/m, Test
D2622 All Grades Method D4308 is preferred.
(referee for
S500, 6. Workmanship
S5000, and
No. 4 6.1 The diesel fuel shall be visually free of undissolved
Grades) water, sediment, and suspended matter.
D3120 No. 1-D S15, No. 2-D S15
No. 1-D S500, No. 2-D S500 6.2 The diesel fuel shall also be free of any adulterant or
(If the fuel contains biodiesel, contaminant that can render the fuel unacceptable for its
this method may not be appli-
cable as it is limited to oxy- commonly used applications.
genates with a boiling range
of 26 °C to 274 °C) 7. Requirements
D4294 No. 1-D S500, No. 2-D S500
No. 1-D S5000, No. 2-D
7.1 The grades of diesel fuels herein specified shall be
S5000, hydrocarbon oils, except as provided in 7.3, with the inclusion
No. 4-D of additives to enhance performance, if required, conforming to
D5453 All Grades
(referee for the detailed requirements shown in Table 1 and as provided in
S15 grades) 7.1.1.
D7039 No. 1-D S15, No. 2-D S15 7.1.1 Additives may be included in diesel fuel at a blend
No. 1-D S500, No. 2-D S500
D7220 No. 1-D S15, No. 1-D S500 level not greater than 1 % by volume of the finished fuel.
No. 2-D S15, No. 2-D S500 7.1.1.1 Additives are generally included in finished diesel
5.1.9 Copper Corrosion—Test Method D130, 3 h test at a fuel to enhance performance properties (for example, cetane
minimum control temperature of 50 °C. This test method is number, lubricity, cold flow, and so forth).
used for fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D 7.1.1.2 Additives that contain hydrocarbon oil blended with
S5000, No. 2-D S15, No. 2-D S500 and No. 2-D S5000. Grade other substances may exclude the hydrocarbon oil portion for
No. 4-D does not have a copper corrosion requirement. determination of the volume percent of the finished fuel.
7.1.1.3 Triglycerides (for example, vegetable oils, animal
5.1.10 Cetane Number—Test Method D613 is used for all
fats, greases, and so forth) have been found to cause fouling of
fuel grades in Table 1. Test Methods D6890, D7668 (see Note
fuel oil burning equipment. Similar fouling is expected in
4), or D8183 (see Note 5) may be used for all No. 1-D and No.
diesel engine applications, and triglycerides are therefore not
2-D grades with the DCN or ICN (D8183) result being
allowed as additives or components of additives.
compared to the cetane number specification requirement of
40. Test Method D613 shall be the referee method. 7.2 Grades No. 2-D S15, No. 2-D S500 and No. 2-D
S5000—When a cloud point less than −12 °C is specified, as
NOTE 4—Precision from Test Method D7668 were obtained from can occur during cold months, it is permitted and normal
results produced by laboratories using externally obtained pre-blended
calibration reference material. blending practice to combine Grades No. 1 and No. 2 to meet
NOTE 5—Precision from Test Method D8183 were obtained from the low temperature requirements. In that case, the minimum
results produced by laboratories using pre-blended calibration reference flash point shall be 38 °C, the minimum viscosity at 40 °C shall
materials from a single source. be 1.7 mm2/s, and the minimum 90 % recovered temperature
5.1.11 Cetane Index—Test Methods D976–80 is used for shall be waived.
fuel Grades No. 1-D S15, No. 1-D S500, No. 2-D S15 and No. 7.3 Alternative Blendstocks:

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7.3.1 Fuels Blended with Biodiesel—The detailed require- 7.3.1.4 Diesel fuels containing more than 5 % volume
ments for fuels blended with biodiesel shall be as follows: biodiesel component are not included in this specification.
7.3.1.1 Biodiesel for Blending—If biodiesel is a component 7.3.1.5 Biodiesel blends with No. 4–D fuel are not covered
of any diesel fuel, the biodiesel shall meet the requirements of by this specification.
Specification D6751.
7.3.1.2 Diesel fuel containing up to 5 % volume biodiesel 8. Precautionary Notes on Conductivity
shall meet the requirements for the appropriate grade No. 1-D
or No. 2-D fuel, as listed in Table 1. 8.1 Accumulation of static charge occurs when a hydrocar-
7.3.1.3 Test Method D7371 shall be used for determination bon liquid flows with respect to another surface. The electrical
of the volume percent biodiesel in a biodiesel blend. Test conductivity requirement of 25 pS/m minimum at temperature
Method EN 14078 or Test Method D7861 may also be used. In of delivery shall apply when the transfer conditions in Table 2
cases of dispute, Test Method D7371 shall be the referee test exist for the delivery into a mobile transport container (for
method. See Practice E29 for guidance on significant digits. example, tanker trucks, railcars, and barges).
TABLE 2 Transfer Conditions
Maximum Pipe Diameter When Filling When Filling When Filling
(for a distance of Tank Truck Undivided Rail Marine Vessels
30 s upstream of Compartments Car Compartments
delivery nozzle)
0.1023 m fuel velocity $ 4.9 m/s fuel velocity $ 7.0 m/s fuel velocity $ 7.0 m/s
0.1541 m fuel velocity $ 3.24 m/s fuel velocity $ 5.20 m/s fuel velocity $ 7.0 m/s
0.2027 m fuel velocity $ 2.47 m/s fuel velocity $ 3.90 m/s fuel velocity $ 7.0 m/s
0.2545 m fuel velocity $ 1.96 m/s fuel velocity $ 3.14 m/s fuel velocity $ 7.0 m/s

9. Keywords
9.1 biodiesel; biodiesel blend; diesel; diesel fuel; fuel oil;
petroleum and petroleum products

APPENDIXES

(Nonmandatory Information)

X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR DIESEL FUELS

X1.1 Introduction variations in loads and speeds, and (3) applications where
abnormally low operating temperatures are encountered.
X1.1.1 The properties of commercial fuel oils and diesel
fuels depend on the refining practices employed and the nature X1.2.3 Grade No. 1-D S500—Grade No. 1-D S500 com-
of the crude oils from which they are produced. Distillate fuel prises the class of low-sulfur, volatile diesel fuels from
oils, for example, can be produced within the boiling range of kerosine to the intermediate middle distillates. Fuels within this
150 °C and 400 °C having many possible combinations of grade are applicable for use in (1) high-speed diesel engines
various properties, such as volatility, ignition quality, viscosity, that require low sulfur fuels, (2) in applications necessitating
and other characteristics. frequent and relatively wide variations in loads and speeds, and
(3) in applications where abnormally low operating tempera-
X1.2 Grades tures are encountered.
X1.2.1 This specification is intended as a statement of X1.2.4 Grade No. 1-D S5000—Grade No. 1-D S5000 com-
permissible limits of significant fuel properties used for speci- prises the class of volatile diesel fuels from kerosine to the
fying the wide variety of commercially available diesel fuels. intermediate middle distillates. Fuels within this grade are
Limiting values of significant properties are prescribed for applicable for use in high-speed diesel engines applications
seven grades of diesel fuels. These grades and their general necessitating frequent and relatively wide variations in loads
applicability for use in diesel engines are broadly indicated as and speeds, and also for use in cases where abnormally low
follows: operating temperatures are encountered.
X1.2.2 Grade No. 1-D S15—Grade No. 1-D S15 comprises X1.2.5 Grade No. 2-D S15—Grade No. 2-D S15 includes
the class of very low sulfur, volatile diesel fuels from kerosine the class of very low sulfur, middle distillate gas oils of lower
to the intermediate middle distillates. Fuels within this grade volatility than Grade No. 1-D S15. These fuels are applicable
are applicable for use in (1) high-speed diesel engines and for use in (1) high speed diesel engines and diesel engine
diesel engine applications that require ultra-low sulfur fuels, applications that require ultra-low sulfur fuels, (2) applications
(2) applications necessitating frequent and relatively wide necessitating relatively high loads and uniform speeds, or (3)

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diesel engines not requiring fuels having higher volatility or X1.6 Viscosity
other properties specified in Grade No. 1-D S15. X1.6.1 For some engines it is advantageous to specify a
X1.2.6 Grade No. 2-D S500—Grade No. 2-D S500 includes minimum viscosity because of power loss due to injection
the class of low-sulfur, middle distillate gas oils of lower pump and injector leakage. Maximum viscosity, on the other
volatility than Grade No. 1-D S500. These fuels are applicable hand, is limited by considerations involved in engine design
for use in (1) high-speed diesel engine applications that require and size, and the characteristics of the injection system.
low sulfur fuels, (2) applications necessitating relatively high
loads and uniform speeds, or (3) diesel engines not requiring X1.7 Carbon Residue
fuels having higher volatility or other properties specified for X1.7.1 Carbon residue gives a measure of the carbon
Grade No. 1-D S500. depositing tendencies of a fuel oil when heated in a bulb under
X1.2.7 Grade No. 2-D S5000—Grade No. 2-D S5000 in- prescribed conditions. While not directly correlating with
cludes the class of middle distillate gas oils of lower volatility engine deposits, this property is considered an approximation.
than Grade No. 1-D S5000. These fuels are applicable for use
in (1) high-speed diesel engines in applications necessitating X1.8 Sulfur
relatively high loads and uniform speeds, or (2) in diesel X1.8.1 The effect of sulfur content on engine wear and
engines not requiring fuels having higher volatility or other deposits appears to vary considerably in importance and
properties specified for Grade No. 1-D S5000. depends largely on operating conditions. Fuel sulfur can affect
X1.2.8 Grade No. 4-D—Grade No. 4-D comprises the class emission control systems performance. To assure maximum
of more viscous middle distillates and blends of these middle availability of fuels, the permissible sulfur content should be
distillates with residual fuel oils. Fuels within this grade are specified as high as is practicable, consistent with maintenance
applicable for use in low- and medium-speed diesel engines in considerations.
applications necessitating sustained loads at substantially con-
stant speed. X1.9 Flash Point
X1.9.1 The flash point as specified is not directly related to
X1.3 Selection of Particular Grade engine performance. It is, however, of importance in connec-
X1.3.1 The selection of a particular diesel fuel from one of tion with legal requirements and safety precautions involved in
these seven ASTM grades for use in a given engine requires fuel handling and storage, and is normally specified to meet
consideration of the following factors: insurance and fire regulations.
X1.3.1.1 Fuel price and availability,
X1.3.1.2 Maintenance considerations, X1.10 Cloud Point
X1.3.1.3 Engine size and design, X1.10.1 Cloud point is of importance in that it defines the
X1.3.1.4 Emission control systems, temperature at which a cloud or haze of wax crystals appears
X1.3.1.5 Speed and load ranges, in the oil under prescribed test conditions which generally
X1.3.1.6 Frequency of speed and load changes, and relates to the temperature at which wax crystals begin to
X1.3.1.7 Atmospheric conditions. Some of these factors can precipitate from the oil in use.
influence the required fuel properties outlined as follows:
X1.11 Ash
X1.4 Cetane Number X1.11.1 Ash-forming materials can be present in diesel fuel
X1.4.1 Cetane number is a measure of the ignition quality of in two forms: (1) abrasive solids, and (2) soluble metallic
the fuel and influences combustion roughness. The cetane soaps. Abrasive solids contribute to injector, fuel pump, piston
number requirements depend on engine design, size, nature of and ring wear, and also to engine deposits. Soluble metallic
speed and load variations, and on starting and atmospheric soaps have little effect on wear but can contribute to engine
conditions. Increase in cetane number over values actually deposits.
required does not materially improve engine performance.
Accordingly, the cetane number specified should be as low as X1.12 Copper Strip Corrosion
possible to assure maximum fuel availability. X1.12.1 This test serves as a measure of possible difficulties
with copper and brass or bronze parts of the fuel system.
X1.5 Distillation
X1.5.1 The fuel volatility requirements depend on engine X1.13 Aromaticity
design, size, nature of speed and load variations, and starting X1.13.1 This test is used as an indication of the aromatics
and atmospheric conditions. For engines in services involving content of diesel fuel. Aromatics content is specified to prevent
rapidly fluctuating loads and speeds as in bus and truck an increase in the average aromatics content in Grades No. 1-D
operation, the more volatile fuels can provide best S15, No. 1-D S500, No. 2-D S15 and No. 2-D S500 fuels and
performance, particularly with respect to smoke and odor. is required by 40 CFR Part 80. Increases in aromatics content
However, best fuel economy is generally obtained from the of fuels over current levels can have a negative impact on
heavier types of fuels because of their higher heat content. emissions.

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FIG. X1.1 Conductivity Varies with Temperature

X1.14 Cetane Index X1.16.2 Conductivity is known to be highly dependent on

X1.14.1 Cetane Index is specified as a limitation on the temperature. The conductivity requirement in Table 1 will
amount of high aromatic components in Grades No. 1-D S15, decrease the risk, but it will not eliminate it.
No. 1-D S500, No. 2-D S15 and No. 2-D S500. X1.16.3 Fig. X1.1 presents the response of conductivity to
temperature for some typical diesel fuels.
X1.15 Other
X1.16.4 Due to the normal depletion of fuel conductivity
X1.15.1 Microbial Contamination—Refer to Guide D6469 additive during commingling, storage, distribution, or reduc-
for a discussion of this form of contamination. tion of conductivity, or a combination thereof, at low
temperatures, the fuel should be sufficiently treated, if needed
X1.16 Conductivity with conductivity improver additives (also called static dissi-
X1.16.1 Electrical conductivity of fuels is an important pater additives (SDA)) to ensure that the electrical conductivity
consideration in the safe handling characteristics of any fuel. requirement is met. The method of fuel distribution and
The risk associated with explosions due to static electrical temperature at the point of delivery into mobile transport can
discharge depends on the amount of hydrocarbon and oxygen require a substantially greater conductivity level than 25 pS/m
in the vapor space and the energy and duration of a static at the point of additive treatment. If a static dissipater additive
discharge. There are many factors that can contribute to the is needed to meet the minimum conductivity requirement, then
high risk of explosion. For Ultra Low Sulfur Diesel (ULSD) initial additive treatment should allow for temperature,
fuels in particular, electrical conductivity can likely be very commingling, distribution, and adequate mixing effects to
low before the addition of static dissipater additive (SDA). The ensure the minimum conductivity is attained at the point of
intent of this requirement is to reduce the risk of electrostatic delivery into mobile transport. For more information on this
ignitions while filling tank trucks, barges, ship compartments, subject, please refer to Guide D4865 and Test Method D2624.
and rail cars, where flammable vapors from the past cargo can X1.16.5 Fuel handlers should not be lulled into a false sense
be present. Generally, it does not apply at the retail level where of security if the fuel meets or exceeds the minimum conduc-
flammable vapors are usually absent. Those parties handling tivity requirement. Improved fuel conductivity will accelerate
any fuel are advised to review Guide D4865 as well as API RP the dissipation of electric charge but not eliminate the risks
2003 and ISGOTT.8 associated with handling combustible or flammable fuels. Fuel
handlers should be aware of the increased static electricity
8
ISGOTT (International Safety Guide for Oil Tankers and Terminals), 5th
production when diesel fuels are filtered through fine-mesh
edition, Oil Companies International Marine Forum (OCIMF), London, England, strainers and filters. Fuel handlers are encouraged to use
www.ocimf.com. industry-recommended safety practices to minimize the risk

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associated with handling fuel. One such safe operating practice hauling high or intermediate fuels or solvents, risks are
recommends lower maximum flowrates upon initial loading involved with that practice. Switch loading should be discour-
procedures. Loading operations involving “switch-loading” of aged because of the difficulty in ensuring removal of all
tanker trucks and other vessels pose increased risks. residual vapor-producing materials. Accidental electrostatic
X1.16.6 There is some concern over excessive additization discharge ignition requires three elements:
of diesel fuel with static dissipater additives. A potential (1) Presence of a flammable atmosphere from a previous
concern includes failure of exposed electrical equipment im- volatile cargo,
mersed in over-additized fuel. Another concern is potential (2) The ability of the low volatility material being loaded to
interference with the properties of adjacent products in pipe- accumulate an electrostatic charge because of low conductivity,
line. Fuel handlers using static dissipater additives should and
employ effective controls to prevent over-additizing diesel fuel. (3) Operating conditions during loading, which encourage
Fuel handlers adding SDA or other additives should be aware charge generation and reduce charge relaxation—especially the
of possible antagonistic or synergistic effects between additives velocity of the loading stream. Switch loading also refers to the
used simultaneously in diesel fuel. Consultation with the reverse situation when light product (for example, gasoline) is
appropriate SDA additive supplier or other experts, or both, as loaded into a container that previously held middle distillate
well as conducting appropriate additive interaction studies is fuel (for example, diesel), although this mode of switch loading
recommended. is generally not considered a static ignition hazard (but may be
X1.16.7 For those fuel transporters that practice switch a product contamination concern).
loading of fuels without container cleaning and purging after

X2. SAMPLING, CONTAINERS AND SAMPLE HANDLING

X2.1 Introduction for tests sensitive to trace contamination can be useful. Practice
X2.1.1 This appendix provides guidance on methods and D5854 for procedures on container selection and sample
techniques for the proper sampling of diesel fuels. As diesel mixing and handling is recommended. For cetane number
fuel specifications become more stringent and contaminants determination protection from light is important. Collection
and impurities become more tightly controlled, even greater and storage of diesel fuel samples in an opaque container, such
care needs to be taken in collecting and storing samples for as a dark brown glass bottle, metal can, or a minimally reactive
quality assessment. plastic container to minimize exposure to UV emissions from
sources such as sunlight or fluorescent lamps, is recommended.
X2.2 Sampling, Containers and Sample Handling Rec- According to Paragraph 8.2 of Test Method D6079, “Because
ommendations of sensitivity of lubricity measurements to trace materials,
X2.2.1 Appropriate manual method sampling procedures sample containers shall be only fully epoxy-lined metal, amber
can be found in Practice D4057 and automatic method sam- borosilicate glass, or polytetrafluoroethylene as specified in
pling is covered in Practice D4177. Practice D4306.”
X2.2.2 The correct sample volume and appropriate con- X2.2.3 For volatility determination of a sample, Practice
tainer selection are also important decisions that can impact D5842 for special precautions recommended for representative
test results. Practice D4306 for aviation fuel container selection sampling and handling techniques may be appropriate.

X3. STORAGE AND THERMAL STABILITY OF DIESEL FUELS

X3.1 Scope used in severe applications should be selected to avoid forma-

X3.1.1 This appendix provides guidance for consumers of tion of sediments or gums, which can overload filters or plug
diesel fuels who may wish to store quantities of fuels for injectors. Selection of these fuels should result from supplier-
extended periods or use the fuel in severe service or high user discussions.
temperature applications. Fuels containing residual compo- X3.1.3 These suggested practices are general in nature and
nents are excluded. Consistently successful long-term fuel should not be considered substitutes for any requirements
storage or use in severe applications requires attention to fuel imposed by the warranty of the equipment manufacturer or by
selection, storage conditions, handling and monitoring of federal, state, or local government regulations. Although they
properties during storage and prior to use. cannot replace knowledge of local conditions or good engi-
X3.1.2 Normally produced fuels have adequate stability neering and scientific judgment, these suggested practices do
properties to withstand normal storage and use without the provide guidance in developing an individual fuel management
formation of troublesome amounts of insoluble degradation system for the middle distillate fuel user. They include sugges-
products. Fuels that are to be stored for prolonged periods or tions in the operation and maintenance of existing fuel storage

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and handling facilities and for identifying where, when, and as soon after manufacture as possible (no more than a few
how fuel quality should be monitored or selected for storage or weeks) to obtain maximum benefits.
severe use. X3.3.2 Biocides or biostats kill or inhibit, respectively, the
X3.1.4 Thermal stability test method, Test Method D6468, growth of fungi and bacteria, which can grow at fuel-water
was established and successfully used for many years to interfaces to give high particulate concentrations in the fuel.
evaluate Grade No. 2-D S5000 and S500 diesel fuels. Reflec- Most available biocides and biostats are soluble in both the fuel
tance levels of 70 % at 90 min and 80 % at 180 min were and water or in the water phase only.
suggested by studies and experience for acceptable and pre-
X3.4 Tests for Fuel Quality
mium performance. The National Conference on Weights and
Measures (NCWM) adopted 80 % reflectance at 180 min as X3.4.1 The storage stability of fuel may be assessed using
one requirement for the definition of premium diesel. Test Method D2274 or D5304. However, these accelerated
stability tests may not correlate well with field storage stability
X3.1.5 Nearly all S15 fuel samples, when tested, result in
due to varying field conditions and to fuel composition. Also,
reflectance levels greater than 90 %. Some experts were
these test methods were developed for S5000 and S500 fuels
concerned about the formation of peroxides as the next
and may not show potential instability of S15 fuels and
category of stability concern for S15. If formed, peroxides
biodiesel blends of S15 fuels. More recently developed accel-
could affect certain elastomers in equipment adversely.
erated stability Test Method D7545 has been shown to be
X3.1.6 Despite high thermal stability as defined by Test suitable for assessing the potential instability of S15 fuels and
Method D6468 and a lack of incidents regarding peroxide biodiesel blends of S15 fuels. EN 15751 is used in Specifica-
formation, the stability of diesel fuel remains a concern tion D7467 for B6-B20 Biodiesel blends and has been shown
because a number of elements have changed. A high reflec- to be suitable for assessing the potential instability of S15
tance from the Test Method D6468 test may no longer be a biodiesel blends of 2 % biodiesel or greater. The presence of
clear indication of sufficiently high diesel stability. cetane improver (2-ethylhexyl nitrate) in diesel fuel can
X3.1.6.1 Diesel common-rail fuel injection systems with degrade Test Method D7545 performance. While Test Method
high pressure and high temperature were introduced. D7545 can be used to assess the potential instability of fuels,
X3.1.6.2 Fuels may be stressed more severely than before in there is no current limit for its use within a specification.
production and usage.
X3.4.2 Performance criteria for accelerated stability tests
X3.1.6.3 Finer filters are required in some applications to
that assure satisfactory long-term storage of fuels have not
remove particulates from fuel.
been established.
X3.1.6.4 Fuel characteristics have changed and new fuel
blends, such as with biodiesel, were introduced. X3.4.3 Test Method D6468, developed for S5000 and S500
fuels, does not show potential thermal instability of S15 fuels
X3.1.7 Therefore, it has been shown that the existing test
and biodiesel blends of S15 fuels very well. Typical S15 diesel
methods, suggested levels, and practices may not be compat-
fuel almost always results in greater than 90 % reflectance.
ible or adequate to describe diesel fuel stability and its effect in
current and future diesel injection equipment. New test meth- X3.5 Fuel Monitoring
ods such as Rancimat (EN 15751) and PetroOxy (D7545) have X3.5.1 A plan for monitoring the quality of bulk fuel during
been introduced and are used, if appropriate for the fuel type. prolonged storage is an integral part of a successful fuel quality
program. A plan to replace aged fuel with fresh product is also
X3.2 Fuel Selection desirable.
X3.2.1 The stability properties of middle distillates are X3.5.2 Stored fuel should be periodically sampled and its
highly dependent on the crude oil sources, severity of quality assessed. Practice D4057 provides guidance for sam-
processing, use of additives, and whether additional refinery pling. Fuel contaminants and degradation products will usually
treatment has been carried out. settle to the bottom of a quiescent tank. A “Bottom” or
X3.2.2 The composition and stability properties of middle “Clearance” sample, as defined in Practice D4057, should be
distillate fuels produced at different refineries can vary. Any included in the evaluation along with an “All Level” sample.
special requirements of the user, such as long-term storage or X3.5.3 The quantity of insoluble fuel contaminants present
severe service, should be discussed with the supplier. in fuel can be determined using Test Method D6217.
X3.2.3 Blends of S15, S500, and S5000 diesel fuels from X3.5.4 Test Method D6468, can be used for investigation of
various sources can interact to give stability properties worse operational problems that might be related to fuel thermal
than expected based on the characteristics of the individual stability of S500 and S5000 fuels. Test Method D6468 does not
fuels. show potential thermal stability of S15 fuels and biodiesel
blends of S15 fuels very well. Use EN 15751 or Test Method
X3.3 Fuel Additives D7545 for oxidative stability assessment instead. Testing
X3.3.1 Fuel additives can improve the suitability of mar- samples from the fuel tank or from bulk storage may give an
ginal fuels for long-term storage and thermal stability, but can indication as to the cause of filter plugging. It is more difficult
be unsuccessful for fuels with markedly poor stability proper- to monitor the quality of fuels in vehicle tanks since they may
ties. Most stability additives should be added at the refinery or contain fuels from multiple sources.

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X3.5.5 Some additives exhibit effects on S5000 and S500 X3.7 Fuel Use Conditions
fuels tested in accordance with Test Method D6468 that may or X3.7.1 Many diesel engines are designed so that the diesel
may not be observed in the field. Data have not been developed fuel is used for heat transfer. In modern heavy-duty diesel
that correlate results from the test method for various engine engines, for example, only a portion of the fuel that is
types and levels of operating severity. circulated to the fuel injectors is actually delivered to the
X3.5.6 Test Method D7619 can be used to assess the combustion chamber. The remainder of the fuel is circulated
number and size of particulates in Grades 1-D and 2-D diesel back to the fuel tank, carrying heat with it. Thus adequate high
fuels. However, with this test method, water droplets are temperature stability can be a necessary requirement in some
counted as particles unless a co-solvent such as isopropyl severe applications or types of service. Recirculation rates vary
alcohol or “Resolver” is used. Agglomerated particles can also depending on fuel injection system design.
be detected and counted as a single larger particle. While Test X3.7.2 Inadequate high temperature stability can result in
Method D7619 can be used to assess the particulate content of the formation of insoluble degradation products.
fuels, there is no current limit for its use within a specification.
Data have not been developed to determine acceptable levels of X3.8 Use of Degraded Fuels
particulates. Obtaining a representative sample and following X3.8.1 Fuels that have undergone mild-to-moderate degra-
the recommended sampling procedures is particularly impor- dation are not fit for purpose in modern diesel engine fuel
tant with particle counting test methods. Sampling a static tank systems. Use of such degraded fuels pose the risk of polymeric
for cleanliness by particle counting is very difficult and deposits and resin formation affecting high pressure pump and
potentially very misleading. Fuel samples collected from more injector performance, up to catastrophic fuel system damage.
than a foot or two above the bottom in a static tank will almost X3.8.2 Fuels containing very large quantities of fuel degra-
always give very clean results. Testing a true bottom sample for dation products and other contaminants or with runaway
cleanliness has little value beyond the identification of signifi- microbiological growth are even less appropriate for use in fuel
cant dirt or debris on the bottom of the tank. If such dirt or injection systems. Drainage of sediments or fuel drawn off
debris is stirred up, then very dirty fuel will be dispensed. above the sediment layer does not remove dissolved polymers
Depending on frequency of product delivery sampling shortly and aging acids present. Very high soluble gum levels or
after delivery of product has stirred the tank may be appropri- corrosion products from microbiological contamination will
ate. likely cause severe operational problems. Precautions for
avoiding negative fuel system impacts from use of severely
X3.6 Fuel Storage Conditions degraded fuels are not presently available.
X3.6.1 Contamination levels in fuel can be reduced by X3.9 Thermal Stability Guidelines
keeping storage tanks free of water. Tankage should also have
provisions for water draining on a scheduled basis. Water X3.9.1 Results from truck fleet experience suggests that
promotes corrosion, and microbiological growth can occur at a Test Method D6468 can be used to qualitatively indicate
fuelwater interface. Underground storage is preferred to avoid whether diesel fuels have satisfactory thermal stability perfor-
temperature extremes; above-ground storage tanks should be mance properties.9,10 However, this test method was developed
sheltered or painted with reflective paint as high storage for S5000 and S500 fuels and may not be useful for S15 fuels
temperatures may accelerate fuel degradation. While under- that always perform well in this test. Today’s current S15 fuels
ground tankage is preferred to minimize diurnal temperature and biodiesel blends can still have stability problems, but Test
swings, there can be a greater risk of water contamination in Method D6468 is not the appropriate method of evaluation.
underground tanks. Fixed roof tanks should be kept full to limit X3.9.2 Performance in engines has not been sufficiently
oxygen supply and tank breathing. correlated with results from Test Method D6468 for S5000, and
S500, and S15 diesel fuel, to provide definitive specification
X3.6.2 Copper, copper-containing alloys, and zinc-coated
requirements.
or galvanized equipment should be avoided. Copper can
promote fuel degradation and can produce mercaptide gels. 9
Bacha, John D., and Lesnini, David G., “Diesel Fuel Thermal Stability at
Zinc coatings can react with water or organic acids in the fuel 300°F,” Proceedings of the 6th International Conference on Stability and Handling
to form gels that rapidly plug filters. of Liquid Fuels, Vancouver, B.C., October 1997.
10
Schwab, Scott D., Henly, Timothy J., Moxley, Joel F., and Miller, Keith,
X3.6.3 Appendix X2 of Specification D2880 discusses fuel “Thermal Stability of Diesel Fuel,” Proceedings of the 7th International Conference
contaminants as a general topic. on Stability and Handling of Liquid Fuels, Graz, Austria, September 2000.

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X4. DIESEL FUEL LUBRICITY

X4.1 Introduction task force has been the recommendation of test methods and
X4.1.1 Diesel fuel functions as a lubricant in most compo- fuel lubricity requirements for Specification D975. Two test
nents of fuel injection equipment such as pumps and injectors. methods were proposed and approved. These are Test Method
In limited cases, fuel with specific properties will have insuf- D6078, a scuffing load ball-on-cylinder lubricity evaluator
ficient lubricating properties which will lead to a reduction in method, SLBOCLE, and Test Method D6079, a high frequency
the normal service life and functional performance of diesel reciprocating rig (HFRR) method. Use of these tests raises
fuel injection systems. three issues: 1) The correlation of the data among the two test
methods and the fuel injection equipment is not perfect, 2)
X4.2 Fuel Characteristics Affecting Equipment Wear Both methods in their current form do not apply to all
X4.2.1 Currently, two fuel characteristics affect equipment fuel-additive combinations, and 3) The reproducibility values
wear. These are low viscosity and lack of sufficient quantities for both test methods are large. In order to protect diesel fuel
of trace components that have an affinity for surfaces. If fuel injection equipment, an HFRR Wear Scar Diameter (WSD) of
viscosity meets the requirements of a particular engine, a fuel 520 µm has been placed in Specification D975.11
film is maintained between the moving surfaces of the fuel X4.3.3 Most experts agree that fuels having a SLBOCLE
system components. This prevents excessive metal-to-metal lubricity value below 2000 g might not prevent excessive wear
contact and avoids premature failure due to wear. Similarly, in injection equipment12 while fuels with values above 3100 g
certain surface active molecules in the fuel adhere to, or should provide sufficient lubricity in all cases.13 Experts also
combine with, surfaces to produce a protective film which also agree that if HFFR test at 60 °C is used, fuels with values
can protect surfaces against excessive wear. above 600 µm might not prevent excessive wear,14 while fuels
with values below 450 µm should provide sufficient lubricity in
X4.3 Fuel Lubricity all cases.13 More accurately, an industry-accepted long-term
X4.3.1 The concern about fuel lubricity is limited to situa- durability pump test, such as Test Method D6898, can be used
tions in which fuels with lower viscosities than those specified to evaluate the lubricity of a diesel fuel. A poor result in such
for a particular engine are used or in which fuels that have been a test indicates that the fuel has low lubricity and may not be
processed in a manner that results in severe reduction of the able to provide sufficient protection.
trace levels of the surface active species that act as surface
protecting agents. Presently the only fuels of the latter type NOTE X4.1—Some injection equipment can be fitted with special
components that can tolerate low lubricity fuels.
shown to have lubricity problems resulted from sufficiently
severe processing to reduce aromatics or sulfur.
X4.3.2 Work in the area of diesel fuel lubricity is ongoing 11
Mitchell, K., “Diesel Fuel Lubricity—Base Fuel Effects,” SAE Technical
by several organizations, such as the International Organization Paper 2001–01–1928, 2001.
for Standardization (ISO), the ASTM Diesel Fuel Lubricity 12
Westbrook, S. R., “Survey of Low Sulfur Diesel Fuels and Aviation Kerosenes
Task Force, and the Coordinating Research Council (CRC) from U.S. Military Installations,” SAE Technical Paper 952369, 1995.
13
Nikanjam, M., “ISO Diesel Fuel Lubricity Round Robin Program,” SAE
Diesel Performance Group. These groups include representa- Technical Paper 952372, 1995.
tives from the fuel injection equipment manufacturers, fuel 14
Nikanjam, M., “Diesel Fuel Lubricity: On the Path to Specifications,” SAE
producers, and additive suppliers. The charge of the ASTM Technical Paper 1999-01-1479, 1999.

X5. TENTH PERCENTILE MINIMUM AMBIENT AIR TEMPERATURES FOR THE UNITED STATES
(EXCEPT HAWAII)

X5.1 Introduction go lower on average more than 10 % of the time. In other

X5.1.1 The tenth percentile minimum ambient air tempera- words, the daily minimum ambient air temperature would on
tures shown on the following maps (Figs. X5.1-X5.12) and in average not be expected to go below the monthly tenth
Table X5.1 were derived from an analysis of historical hourly percentile minimum ambient air temperature more than 3 days
temperature readings recorded over a period of 15 years to 21 for a 30 day month. See Table X5.1.
years from 345 weather stations in the United States. This X5.1.2 These data can be used to estimate low temperature
study was conducted by the U.S. Army Mobility Equipment operability requirements. In establishing low temperature op-
Research and Development Center (USAMERDC), Coating erability requirements, consideration should be given to the
and Chemical Laboratory, Aberdeen Proving Ground, MD following. These factors, or any combination, can make low
21005. The tenth percentile minimum ambient air temperature temperature operability more or less severe than normal. As
is defined as the lowest ambient air temperature which will not X5.1.2.1 through X5.1.2.12 indicate, field work suggests that

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 D975 − 20c
cloud point is a fair indication of the low temperature oper- cooled. At 1 °C intervals one specimen is drawn through the
ability limit of fuels without cold flow additives in most screen under a 20 kPa vacuum. Approximately 90 % of the fuel
vehicles. must come over in 60 s or less for the result to be a pass. This
X5.1.2.1 Long term weather patterns (Average winter low process is continued at lower temperatures (1 °C increments)
temperatures will be exceeded on occasion). until the fuel fails to come over in the allotted 60 s. The lowest
X5.1.2.2 Short term local weather conditions (Unusual cold passing temperature is defined as the LTFT for that fuel. In
periods do occur). 1981, a CRC program was conducted to evaluate the efficacy
X5.1.2.3 Elevation (High locations are usually colder than of cloud point, CFPP, pour point, and LTFT for protecting the
surrounding lower areas). diesel vehicle population in North America and to determine
X5.1.2.4 Specific engine design. what benefit flow-improvers could provide. The field test
X5.1.2.5 Fuel system design (Recycle rate, filter location, consisted of 3 non-flow improved diesel fuels, 5 flow improved
filter capacity, filter porosity, and so forth.) diesel fuels, 4 light-duty passenger cars, and 3 heavy-duty
X5.1.2.6 Fuel viscosity at low temperatures trucks. The field trial resulted in two documents17, 18 that
X5.1.2.7 Equipment add-ons (Engine heaters, radiator provide insight into correlating laboratory tests to North
covers, fuel line and fuel filter heaters and so forth.) American vehicle performance in the field. The general con-
X5.1.2.8 Types of operation (Extensive idling, engine clusions of the study were:
shutdown, or unusual operation). (1) In overnight cool down, 30 % of the vehicles tested had
X5.1.2.9 Low temperature flow improver additives in fuel. a final fuel tank temperature within 2 °C of the overnight
X5.1.2.10 Geographic area for fuel use and movement minimum ambient temperature.
between geographical areas. (2) The use of flow-improved diesel fuel permits some
X5.1.2.11 General housekeeping (Dirt or water, or both, in vehicles to operate well below the fuel cloud point.
fuel or fuel supply system). (3) Significant differences exist in the severity of diesel
X5.1.2.12 Impact failure for engine to start or run (Critical vehicles in terms of low temperature operation.
vs. non-critical application). (4) No single laboratory test was found that adequately
X5.1.3 Historical Background—Three test methods have predicts the performance of all fuels in all vehicles.
been widely used to estimate or correlate with low temperature (5) CFPP was a better predictor than pour point, but both
vehicle operability. Cloud point, Test Method D2500, is the methods over-predicted, minimum operating temperatures in
oldest of the three and most conservative of the tests. The cloud many vehicles. For this reason, these tests were judged
point test indicates the earliest appearance of wax precipitation inadequate predictors of low-temperature performance and
that might result in plugging of fuel filters or fuel lines under dismissed from further consideration.
prescribed cooling conditions. Although not 100 % failsafe, it (6) Cloud point and LTFT showed varying degrees of
is the most appropriate test for applications that can not tolerate predictive capability, and offered distinctively different advan-
much risk. The Cold Filter Plugging Point (CFPP) test, Test tages. Both predicted the performance of the base fuels well,
Method D6371, was introduced in Europe in 1965. The CFPP but LTFT more accurately predicted the performance of the
was designed to correlate with the majority of European flow-improved fuels. On the other hand, cloud point came
vehicles. Under rapid cooling conditions, 20 cc fuel is drawn closest to a fail-safe predictor of vehicle performance for all
through a 45 µm screen then allowed to flow back through the vehicles.
screen for further cooling. This process is continued every 1 °C Since the 1981 field test, non-independent studies19 using
until either the 20 cc fuel fails to be drawn through the screen newer vehicles verified the suitability of the LTFT for North
in 60 s or it fails to return through the screen in 60 s. It was American heavy-duty trucks. Users are advised to review these
field tested many times in Europe15 before being widely and any more recent publications when establishing low
accepted as a European specification. Field tests have also temperature operability requirements and deciding upon test
shown CFPP results more than 10 °C below the cloud point methods.
should be viewed with caution because those results did not X5.1.3.1 Current Practices—It is recognized that fuel
necessarily reflect the true vehicle low temperature operability distributors, producers, and end users in the United States use
limits.16 CFPP has been applied to many areas of the world cloud point, CFPP, and LTFT to estimate vehicle low tempera-
where similar vehicle designs are used. The Low Temperature ture operability limits for diesel fuel. No independent data has
Flow Test (LTFT), Test Method D4539, was designed to been published in recent years to determine test applicability
correlate with the most severe and one of the most common for today’s fuels and vehicles.
fuel delivery systems used in North American Heavy Duty X5.2 Maps
trucks. Under prescribed slow cool conditions (1 °C ⁄h), similar
to typical field conditions, several 200 cc fuel specimens in X5.2.1 The maps in the following figures were derived from
glass containers fitted with 17 µm screen assemblies are CCL Report No. 316, “A Predictive Study for Defining

17
CRC Report No. 537, “The Relationship Between Vehicle Fuel Temperature
15
“Low Temperature Operability of Diesels. A Report by CEC Investigation and Ambient Temperature, 1981 CRC Kapuskasing Field Test,” December 1983.
18
Group IGF-3,” CEC P-171–82. CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature Operability
16
“SFPP-A New Laboratory Test for Assessment of Low Temperature Operabil- Field Test,” September 1983.
19
ity of Modern Diesel Fuels,” CEC/93/EF 15, 5–7, May 1993. SAE 962197, SAE 982576, SAE 2000-01-2883.

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 D975 − 20c
Limiting Temperatures and Their Application in Petroleum the Los Angeles County Aqueduct), Kings, Madera, Mariposa,
Product Specifications,” by John P. Doner. This report was Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus,
published by the U.S. Army Mobility Equipment Research and Sutter, Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
Development Center (USAMERDC), Coating and Chemical California, South Coast—Orange, San Diego, San Luis
Laboratory, and it is available from the National Technical Obispo, Santa Barbara, Ventura, Los Angeles (except that
Information Service, Springfield, VA 22151, by requesting portion north of the San Gabriel Mountain range and east of the
Publication No. AD756-420. Los Angeles County Aqueduct).
X5.2.2 Where states are divided the divisions are noted on California, Southeast—Imperial, Riverside, San Bernardino,
the maps and table with the exception of California, which is Los Angeles (that portion north of the San Gabriel Mountain
divided by counties as follows: range and east of the Los Angeles County Aqueduct), Mono,
California, North Coast—Alameda, Contra Costa, Del Inyo, Kern (that portion lying east of the Los Angeles County
Norte, Humbolt, Lake, Marin, Mendocino, Monterey, Napa, Aqueduct).
San Benito, San Francisco, San Mateo, Santa Clara, Santa
Cruz, Solano, Sonoma, Trinity. X5.2.3 The temperatures in CCL Report No. 316 were in
California, Interior—Lassen, Modoc, Plumas, Sierra, degrees Fahrenheit. The degree Celsius temperatures in Ap-
Siskiyou, Alpine, Amador, Butte, Calaveras, Colusa, El pendix X5 were obtained by converting the original degree
Dorado, Fresno, Glenn, Kern (except that portion lying east of Fahrenheit temperatures.

FIG. X5.1 October—10th Percentile Minimum Temperatures

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FIG. X5.2 November—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.3 December—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.4 January—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.5 February—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.6 March—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.7 October—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.8 November—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.9 December—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.10 January—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.11 February—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.12 March—10th Percentile Minimum Ambient Air Temperatures

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TABLE X5.1 Tenth Percentile Minimum Ambient Air Temperatures for the United States (except Hawaii)
10th Percentile Temperature °C, min
State
Oct. Nov. Dec. Jan. Feb. March
Alabama 4 −3 −6 −7 −3 −2
Alaska Northern −25 −37 −45 −49 −47 −43
Southern −11 −13 −18 −32 −32 −29
South East −4 −11 −16 −19 −13 −12
Arizona North 34° latitude −4 −12 −14 −17 −16 −12
South 34° latitude 7 0 −2 −4 −3 −1
Arkansas 2 −4 −7 −11 −7 −3
California North Coast 3 0 −2 −2 −1 −1
Interior 2 −3 −4 −7 −6 −6
South Coast 6 2 0 −1 0 2
Southeast 1 −6 −8 −11 −7 −5
Colorado East 105° long −2 −12 −14 −19 −15 −12
West 105° long −8 −18 −25 −30 −24 −16
Connecticut −1 −7 −16 −17 −16 −9
Delaware 2 −3 −10 −11 −10 −6
Florida North 29° latitude 7 1 −2 −3 −1 2
South 29° latitude 14 7 3 3 5 7
Georgia 3 −2 −6 −7 −6 −2
Idaho −4 −13 −18 −21 −18 −13
Illinois North 40° latitude −1 −9 −19 −21 −18 −11
South 40° latitude 1 −7 −16 −17 −15 −8
Indiana −1 −7 −16 −18 −16 −9
Iowa −2 −13 −23 −26 −22 −16
Kansas −2 −11 −15 −19 −14 −13
Kentucky 1 −6 −13 −14 −11 −6
Louisiana 5 −1 −3 −4 −2 1
Maine −3 −10 −23 −26 −26 −18
Maryland 2 −3 −10 −12 −10 −4
Massachusetts −2 −7 −16 −18 −17 −10
Michigan −2 −11 −20 −23 −23 −18
Minnesota −4 −18 −30 −34 −31 −24
Mississippi 3 −3 −6 −6 −4 −1
Missouri 1 −7 −14 −16 −13 −8
Montana −7 −18 −24 −30 −24 −21
Nebraska −3 −13 −18 −22 −19 −13
Nevada North 38° latitude −7 −14 −18 −22 −18 −13
South 38° latitude 8 0 −3 −4 −2 1
New Hampshire −3 −8 −18 −21 −21 −12
New Jersey 2 −3 −11 −12 −11 −6
New Mexico North 34° latitude −2 −11 −14 −17 −14 −11
South 34° latitude 4 −4 −8 −11 −7 −3
New York North 42° latitude −3 −8 −21 −24 −24 −16
South 42° latitude −1 −5 −14 −16 −15 −9
North Carolina −1 −7 −10 −11 −9 −5
North Dakota −4 −20 −27 −31 −29 −22
Ohio −1 −7 −16 −17 −15 −9
Oklahoma 1 −8 −12 −13 −8 −7
Oregon East 122° long −6 −11 −14 −19 −14 −9
West 122° long 0 −4 −5 −7 −4 −3
Pennsylvania North 41° latitude −3 −8 −19 −20 −21 −15
South 41° latitude 0 −6 −13 −14 −14 −8
Rhode Island 1 −3 −12 −13 −13 −7
South Carolina 5 −1 −5 −5 −3 −2
South Dakota −4 −14 −24 −27 −24 −18
Tennessee 1 −5 −9 −11 −9 −4
Texas North 31° latitude 3 −6 −9 −13 −9 −7
South 31° latitude 9 2 −2 −3 −1 2
Utah −2 −11 −14 −18 −14 −8
Vermont −3 −8 −20 −23 −24 −15
Virginia 2 −3 −9 −11 −9 −4
Washington East 122° long −2 −8 −11 −18 −11 −8
West 122° long 0 −3 −3 −7 −4 −3
West Virginia −3 −8 −15 −16 −14 −9
Wisconsin −3 −14 −24 −28 −24 −18
Wyoming −4 −15 −18 −26 −19 −16

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X6. MICROBIAL CONTAMINATION

X6.1 Uncontrolled microbial contamination in fuel systems understand how uncontrolled microbial contamination can
can cause or contribute to a variety of problems, including affect fuel quality.
increased corrosivity and decreased stability, filterability, and
caloric value. Microbial processes in fuel systems can also X6.3 Guide D6469 provides personnel with limited micro-
cause or contribute to system damage. biological background an understanding of the symptoms,
occurrences, and consequences of microbial contamination.
X6.2 Because the microbes contributing to the problems Guide D6469 also suggests means for detecting and controlling
listed in X6.1 are not necessarily present in the fuel itself, no microbial contamination in fuels and fuel systems. Good
microbial quality criterion for fuels is recommended. However,
housekeeping, especially keeping fuel dry, is critical.
it is important that personnel responsible for fuel quality

X7. GUIDANCE ON EVALUATION OF NEW MATERIALS FOR #1D AND #2D GRADES OF DIESEL FUELS

X7.1 The purpose of this Appendix is to give some general X7.5 It should be noted that fuel specifications other than
guidance from Subcommittee D02.E0 on evaluation of new Specification D975 have been and are being developed for fuel
materials for blends in or replacements for Specification D975, for compression ignition engines. Specification D6751 sets
Grades #1-D and #2-D type fuels. specifications for fatty acid alkyl esters (B100) to be used as an
alternative blendstock. Specification D7467 sets specifications
X7.2 ASTM International is an organization made up of for diesel blends containing biodiesel in the range of 6 % to
volunteers and open to all stakeholders and interested entities 20 %. Other new specifications are currently under develop-
including users of fuels, producers of fuels, and general ment. Some new materials may require additional new stan-
interests, including members of the public, and governmental dard specifications if they are significantly different than
and nongovernmental organizations. Technical committees and current diesel fuels and require different parameters to be
subcommittees of ASTM International do not certify, approve, controlled or different test methods to properly measure
reject, or endorse specific fuels. Rather, ASTM International required parameters.
Committee D02 on Petroleum Products and Lubricants and its
Subcommittee D02.E0 on Burner, Diesel, Non-Aviation Gas X7.6 Because the composition and properties of new fuels
Turbine, and Marine Fuels develop fuel specifications and with may vary, the particular path to a specification for a new fuel
other subcommittees, test methods for diesel fuels. These fuel may vary. Some current alternative fuels are similar to tradi-
specifications and test methods provide minimum requirements tional petroleum-refined diesel fuel while others are chemically
for properties of fuels covered by these documents in com- and physically different. Future fuels may vary even more.
merce and address the concerns of stakeholders, including that
fuels perform appropriately in the specified application. X7.7 Three areas for consideration when reviewing new
fuels alignment with existing standards or developing new
X7.3 Historically, diesel fuel has been hydrocarbon mol- standards are: test methods, chemical and physical limitations
ecules refined from petroleum. As a result, Specification D975 of fuels in existing specifications, and chemical and physical
has evolved to define performance requirements (and tests to limitations appropriate for new fuels. The test methods that
determine if those requirements were met) for diesel (compres- have been developed for existing compression ignition engine
sion ignition) engine fuels composed of conventional hydro- fuels may or may not be appropriate for a new fuel. Guidance
carbon oils refined from petroleum. Because the specification on materials used to develop a test method, and it’s
evolved to describe this type of fuel, some of the properties applicability, can generally be found in a test method’s scope
necessary for use in a compression ignition engine which are and precision statements. The test method may also work for
inherent in petroleum derived oils may not be addressed in other materials.
Specification D975.
X7.8 Applicability of the test method to materials outside its
X7.4 Specification D975, however, does not require that scope may be established by the subcommittee responsible for
fuels be derived from petroleum. Section 7.1 reads, “The the method. Also, Subcommittee D02.E0, during the specifi-
grades of diesel fuels herein specified shall be hydrocarbon cation development process, may determine that a test method
oils, except as provided in 7.3, with the addition of chemicals is applicable for specification purposes, even if the material is
to enhance performance, if required, conforming to the detailed not in the test method’s scope. Chemical and physical limits set
requirements shown in Table 1.” “Hydrocarbon oils, except as in existing standards may or may not be appropriate to the new
provided in 7.3,” provides a path to include other fuels and fuel or components. The new material may also require
blendstocks appropriate for inclusion in Specification D975. To chemical or physical limits that are not appropriate to fuels in
date, this path has been used by biodiesel, which is not refined existing standards. These along with other considerations may
from petroleum and is not hydrocarbon oil. indicate the need for separate new specifications. Although

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 D975 − 20c
each case will require a separate evaluation, logic suggests that or blendstock. Because D02 specifications are established
the fewer chemical and physical differences there are between based on technical data, such data should exist before the
the new fuel and traditional petroleum-based diesel fuel, the specification process moves forward. If such data does not
fewer differences in test methods and chemical or physical exist, it needs to be developed.
limits will be needed.
X7.10 This guidance is not all-encompassing and cannot
X7.9 If the proponent of the new fuel desires to move replace the judgment and process of a task force and subcom-
forward via the consensus process as described by ASTM mittee charged with evaluating a new fuel or blendstock.
bylaws and as implemented in Committee D02, then the However it may give some guidance to proponents or fuel
proponent or a task force including the fuel manufacturer or manufacturers who are considering participation in ASTM
proponent will bring forward ballot revisions to Specification Committee D02 and its subcommittees to promote the inclu-
D975 or a new specification appropriate for use of the new fuel sion of their new fuel or blendstock in ASTM standards.

X8. WATER AND SEDIMENT GUIDELINES

X8.1 Introduction done using Test Method D4176, Procedure 2. However, D4176
results are subjective and the temperature of the fuel evaluated
X8.1.1 This appendix provides guidance regarding the con-
is not specified. To comply with the workmanship requirement
trol of water and sediment (particulate) in the distribution and
fuel is expected to have less water than the Table 1 requirement
use of diesel fuels in modern compression ignition engines.
for “Water and Sediment” of less than 0.05 % by volume
The information in this appendix is intended to provide
determined using Test Method D2709. As an alternative to
additional information beyond the control of water and sedi-
D4176, Test Method D8148 may be useful. It provides a
ment in D975 as prescribed in Table 1 utilizing test methods
quantitative measure of dispersed undissolved water known as
defined in 5.1.3.
the Haze Clarity Index (HCI) measured at a specified tempera-
X8.1.2 All parties involved in the production, distribution, ture of 22.0 °C 6 2 °C. It is believed that fuels having HCI
and use of fuels are advised that the engine requirements are values below 82 would not meet the workmanship require-
changing and everyone involved should take appropriate steps ments while fuels with values above 93 should meet workman-
to assure that clean and dry fuel is being delivered. ship requirements. Fuel samples with HCI values between 82
X8.1.3 All parties involved in the design, manufacture, and and 93 should be evaluated by an alternative means to
use of engines and/or equipment that use fuels are advised that determine if the fuel meets workmanship requirements. Diesel
on-board filtration and water removal systems should be fuel should never contain free water at the time it is introduced
installed and properly maintained such that clean, dry fuel into a vehicle or equipment fuel tank, but such a result can be
delivered to the engine and/or equipment is maintained. difficult to achieve when ‘warm’ fuel, saturated with dissolved
water cools. Under those circumstances, free water (or ice at
X8.2 Water temperatures below 0 °C) separates from the fuel. A good
industry practice is to drain any free water from a storage tank
X8.2.1 Water can be found at some concentration in all before the fuel is moved further through the distribution
marketplace fuels. Water can either be a separate phase (that is, system. Fuel tanks utilized for process flow control without
free water) or dissolved in the fuel. The amount of water that sufficient settling time cannot be utilized for water separation.
will dissolve in fuel is dependent on the temperature and For those tanks, water removal may be required downstream
chemical composition (including all blend components, prior to the delivery to the retail outlet or distributor. Options
additives, and impurities) of the fuel. For example, fuel stored for water removal include the addition of settling time in
at very cold temperatures, that is, –20 °C, can have very little tankage with water draw off, using appropriate water-
dissolved water, whereas fuel stored at high temperatures and absorption techniques, or adding water coalescing facilities at
high ambient humidity conditions, that is, 35 °C and 95 % point of fuelling equipment to ensure that only fuel with no free
relative humidity, can have a significantly higher concentration water (“dry fuel”) goes into the equipment’s fuel tank. Water-
of dissolved water. As another example, a highly aromatic fuel absorbing cartridge filters, which are designed to stop flowing
can hold more dissolved water than a highly paraffinic fuel, on exposure to water, can be used as an alert mechanism for the
while both fuels still meet all of the requirements of D975. The presence of free water in a fuel tank.
Test Method D2709 centrifuge test method for determination
of free water and sediment provides a cost effective screening X8.3 Sediment
procedure to determine relatively high levels of free water and X8.3.1 Sediment, otherwise known as particulates, can be
sediment, but cannot measure dissolved water. In contrast, the found in virtually all marketplace fuels. These particulates
Test Method D6304 and Test Method E1064 test methods come from a variety of sources including piping, storage tanks,
measure total water content (the sum of dissolved and free microbial contamination, fuel degradation products, and expo-
water). As required by the workmanship requirements of D975, sure to airborne particles during fuel transportation and han-
diesel fuel shall be visually free of undissolved water, dling. Engine/vehicle filtration systems are designed based on
sediment, and suspended matter. Typically this evaluation is the expectation that fuel introduced to the engine’s fuel tank

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 D975 − 20c
will meet certain cleanliness levels. Sediment or particulates in ating Filtration Performance of a Fine Filter Element (ISO
fuel can be measured in two fundamentally different ways: (1) 16889). The ratio is defined as the particle count upstream
mass of the total sediment or particulates per unit volume; or divided by the particle count downstream at the rated particle
(2) particle size and count per unit volume. Filtration can be size. The efficiency of the filter can be calculated directly from
put in place at various points in the fuel production and the beta ratio because the percent capture efficiency is ((beta-
distribution system to limit the amount of sediment or particu- 1)/beta) × 100. However, caution must be exercised when
late that is introduced to the vehicle or equipment fuel tank. using beta ratios to compare filters because such ratios do not
Filtration at the point of fuel delivery into equipment is take into account actual operating conditions like flow surges,
particularly important. Historically, sediment or particulate mounting orientation, vibration, and changes in temperature.
control by measurement of total mass or volume has been As in all filtration system designs, the flow capacity and the
sufficient to determine fuel cleanliness. However, as fuel expected contamination level are critical to achieve an accept-
injection system pressures and event precision requirements able result. Table X8.2 provides an example of filter beta
[including timing of injection events and multiple injections ratings, particulate removal and percent efficiency.
per power stroke] have increased, the fuel injection systems
X8.4 Water and Sediment Controls
have become far more sensitive to particle size and amounts.
ASTM has developed a particle size rating procedure that X8.4.1 Several strategies may be used separately or in
describes particle size and related count information (Test combination to control the amount of water and sediment that
Method D7619). Utilizing the particle size and count are ultimately delivered to the end user’s fuel tank.
information, fuel can be characterized by range numbers as X8.4.2 One potential method for ensuring that clean and dry
described below (reference ISO 4406). As shown in Table fuel is delivered to the vehicle or equipment is to use high
X8.1, the number of particles counted per milliliter of fuel volume particulate filtration, combined with either water co-
defines a “Range Code”. Particles are counted per particle size alescing or water absorbing capability. Such a system should
such that the number of particles is determined that are greater be designed based upon expected local fuel quality, operating
than 4, 6, and 14 micrometers respectively. conditions and the customer’s needs. Factors to be considered
X8.3.1.1 For example a fuel particle characterization of may include:
18/16/13 would describe relatively cleaner fuel containing: X8.4.2.1 The flow rating for the filtration, coalescer, or
18: 1300 to 2500 particles greater than or equal to 4 µm ⁄mL absorber being at least as high as the maximum expected fuel
16: 320 to 640 particles greater than or equal to 6 µm ⁄mL transfer rate;
13: 40 to 80 particles greater than or equal to 14 µm ⁄mL
X8.4.2.2 Selection of particulate filtration including both
X8.3.1.2 Whereas a fuel particle characterization of 21/ the micron and beta ratings based upon the application;
19/17 would describe a relatively dirtier fuel containing: X8.4.2.3 Selection of coalescer or water absorber capable of
21: 10 000 to 20 000 particles greater or equal to than 4 µm ⁄mL removing visible free water in the fuel;
19: 2500 to 5000 particles greater than or equal to 6 µm ⁄mL X8.4.2.4 An automatic water drain system to remove sepa-
17: 640 to 1300 particles greater than or equal to 14 µm ⁄mL
rated water.
X8.3.2 Filtration specifications should include both a mi-
cron rating and a beta rating. The absolute micron rating gives X8.4.3 Water separation through the use of a coalescer can
the size of the largest particle that will pass through openings be adversely affected by polar substances either inherent in the
in the filter, although no standardized test method to determine fuel chemistry or added to the fuel. In fuel storage and delivery
its value exists. In contrast, the nominal micron rating de- systems in which such materials are anticipated:
scribes the size of a typical particle that the filter will remove. X8.4.3.1 A water absorber may be preferable (see caution in
The beta rating comes from the Multipass Method for Evalu- Section X8.2.1), or
X8.4.3.2 If a coalescer is utilized, the water content in the
fuel should periodically be monitored downstream of the
TABLE X8.1 Particle Number Range Codes
coalescer to assure dry fuel delivery to downstream users.
Range Code Chart
Particles per millilitre TABLE X8.2 Filter Beta Ratio
Range Code
More than Less than or Equal to Incoming Outgoing
21 10 000 20 000 Contaminant Contaminant
Beta Ratio Percent Efficiency
20 5000 10 000 Level Level
19 2500 5000 (particles/mL) (particles/mL)
18 1300 2500 500 000 2 50
17 640 1300 50 000 20 95
16 320 640 13 000 75 98.7
1 000 000
15 160 320 5000 200 99.5
14 80 160 1000 1000 99.9
13 40 80 100 10 000 99.99

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 D975 − 20c
SUMMARY OF CHANGES

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 20b) that may impact the use of this standard. (Approved Nov. 1, 2020.)

(1) Moved definitions previously in X3.2 to Terminology

Section 3.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 20a) that may impact the use of this standard. (Approved Aug. 1, 2020.)

(1) Revised footnote D of Table 1.

(2) Added triglyceride discussion to additive definition in
terminology section and modify additive wording to require-
ments section.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 20) that may impact the use of this standard. (Approved June 1, 2020.)

(1) Revised definition for S(numerical specification

maximum), added two new discussions, and moved to subsec-
tion 3.1.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 19c) that may impact the use of this standard. (Approved March 15, 2020.)

(1) Revised Referenced Documents and section 5.1.10 to

remove all reference to withdrawn Test Method D7170.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 19b) that may impact the use of this standard. (Approved Dec. 15, 2019.)

(1) Added Test Method D7945 to 2.1. (2) Revised subsection 5.1.7.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 19a) that may impact the use of this standard. (Approved June 1, 2019.)

(1) Revised title, Note 1, Note 3, title of Table 1, subsections (2) Removed Test Method D3117 and all references to “wax
1.1, 7.1, X2.1.1, X8.1.1, and Sections 3, 9, and Appendix X1 appearance point” from the standard.
to change “diesel fuel oils” to “diesel fuel” or “diesel fuels.”

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