High pressure Diesel injection systems make proper fuel filtration even more important.

A perennial topic at any meeting of the Technology and Maintenance Council of ATA (American Trucking Assn) is fuel

filter plugging.  More than a few in the audience typically say the answer is to use a wider screen filter that won’t plug

as quickly. But that’s entirely the wrong answer, given the extreme pressure and tight tolerances in today’s

sophisticated fuel injection systems.  Opening up from, say, a 5-micron secondary filter to a 15-micron filter may mean

less frequent filter changes and less loss of performance associated with plugging and low fuel pressure, but it is

punishing the fuel injection equipment with particles in the most damaging sizes — those around 7 microns.  The most

susceptible components are the injectors.

Today, injectors have tiny, electro-discharge-machined and even laser-drilled holes in the 60-to 145-micronrange. (To

help you visualize this, a human hair is about 100 microns wide.)  These work with the extreme pressure to almost

atomize the fuel, even when it is presented at the injector in as many as five individual injection events. For the most

complete combustion, it is essential to present as much fuel surface area as possible to the combustion process to

minimize the production of unburned carbon or particulate matter. This aids fuel economy and minimizes PM in the

exhaust that has otherwise to be extracted in the diesel particulate filter.  For 2010, injectors may well have holes

shot-laser-drilled half this size in the never-ending drive to get finer and finer droplets of fuel. Shoveling fine dirt

particles through these holes along with the fuel doesn’t block them, since we’re talking maybe 5-to 15-micron

particles. But it does erode these finely drilled holes over time. This leads to a loss of control over the spray pattern,

poor combustion and emissions control and degrading fuel economy. In the worst case, the injector may actually

slobber and the wet fuel can jet-hose the cylinder wall, get into the lube oil and cause extensive wear elsewhere than

just the injector.  This all takes time, and the process is so gradual the resulting degradation of performance and

economy is not noticeable unless the injectors are changed through some failure, such as water in the fuel actually

blowing off an injector tip.  Detroit Diesel says if one injector is being replaced, it only takes two more hours to

replace all six injectors to restore “as new performance.” That’s when you’d notice the degradation that had

accumulated through injector wear. But you’ll also see the cost. The new injectors are significantly more expensive

than the lower-pressure units of yesteryear.  With fuel injection equipment so sensitive and expensive, it pays to

take safeguards. [one of which follows]

·    TRC's DZL-PEP with AAT (Advanced Additive Technology) is especially formulated to comply with the

Federal Low Sulfur content requirements for use in diesel motor vehicles and non-road engines. Approved for the

use in all systems, including the older, pre-2007, and the newer “Low Emissions” from 2007 on.  It is specifically

formulated to breakdown harmful fuel deposits and also offers the following benefits:

Performance Benefits

• Improved cold fuel flow & filterability.

• Improved cold starting, quicker warm-ups, and full power strokes.

• Minimizes horsepower robbing combustion chamber and injector deposits thereby permitting maximum fuel economy.

• Stabilizes and inhibits fuel to prevent deterioration during storage, plus limits rust and corrosion of tanks and fuel system components.

• Helps control smoking and reduces levels of hydrocarbon, carbon monoxide, nitrogen oxide and other emissions.

Customer Benefits

• Less “out of service” time due to clogged filters.

• Increases injector and injector pump life and reduces repairs.

• Reduces fuel consumption in over the road or off-the road diesel equipment by keeping injectors and upper cylinder areas clean and working at maximum efficiency.

 

Is your current fuel improver registered and certified?

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