Designation: D 975 – 98be1 An American National Standard

Standard Specification for

Diesel Fuel Oils1
This standard is issued under the fixed designation D 975; 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 (e) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Defense.

e1 NOTE—Table 1 was corrected and Note 3 was added editorially in October 2000.

1. Scope NOTE 2—The generation and dissipation of static electricity can create
1.1 This specification covers five grades of diesel fuel oils problems in the handling of distillate diesel fuel oils. For more informa-
suitable for various types of diesel engines. These grades are tion on the subject, see Guide D 4865.
described as follows: 1.3 Values are stated in SI units and are regarded as the
1.1.1 Grade Low Sulfur No. 1-D—A special-purpose, light standard.
distillate fuel for automotive diesel engines requiring low
sulfur fuel and requiring higher volatility than that provided 2. Referenced Documents
by Grade Low Sulfur No. 2-D.2 2.1 ASTM Standards:
1.1.2 Grade Low Sulfur No. 2-D— A general-purpose, D 56 Test Method for Flash Point by Tag Closed Tester3
middle distillate fuel for automotive diesel engines requiring D 86 Test Method for Distillation of Petroleum Products3
low sulfur fuel. It is also suitable for use in non-automotive D 93 Test Methods for Flash Point by Pensky-Martens
applications, especially in conditions of varying speed and Closed Cup Tester3
load.2 D 97 Test Method for Pour Point of Petroleum Products3
1.1.3 Grade No. 1-D—A special-purpose, light distillate D 129 Test Method for Sulfur in Petroleum Products (Gen-
fuel for automotive diesel engines in applications requiring eral Bomb Method)3
higher volatility than that provided by Grade No. 2-D fuels. D 130 Test Method for Detection of Copper Corrosion
1.1.4 Grade No. 2-D—A general-purpose, middle distillate from Petroleum Products by the Copper Strip Tarnish
fuel for automotive diesel engines, which is also suitable for Test3
use in non-automotive applications, especially in conditions of D 445 Test Method for Kinematic Viscosity of Transparent
frequently varying speed and load. and Opaque Liquids (and the Calculation of Dynamic
1.1.5 Grade No. 4-D—A heavy distillate fuel, or a blend of Viscosity)3
distillate and residual oil, for low- and medium-speed diesel D 482 Test Method for Ash from Petroleum Products3
engines in non-automotive applications involving predomi- D 524 Test Method for Ramsbottom Carbon Residue of
nantly constant speed and load. Petroleum Products3
D 613 Test Method for Cetane Number of Diesel Fuel Oil 4
NOTE 1—A more detailed description of the grades of diesel fuel oils is
given in Appendix X1.2. D 976 Test Methods for Calculated Cetane Index of Distil-
late Fuels3
1.2 This specification, unless otherwise provided by agree- D 1266 Test Method for Sulfur in Petroleum Products
ment between the purchaser and the supplier, prescribes the (Lamp Method)3
required properties of diesel fuels at the time and place of D 1319 Test Method for Hydrocarbon Types in Liquid
delivery. Petroleum Products by Fluorescent Indicator Adsorption3
1.2.1 Nothing in this specification shall preclude D 1500 Test Method for ASTM Color of Petroleum Prod-
observance of federal, state, or local regulations which may be ucts (ASTM Color Scale)3
more restrictive. D 1552 Test Method for Sulfur in Petroleum Products
(High-Temperature Method)3
D 1796 Test Method for Water and Sediment in Fuel Oils by
1
This specification is under the jurisdiction of ASTM Committee D02 on the Centrifuge Method (Laboratory Procedure)3
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
D02.E on Burner, Diesel, Non–aviation Gas Turbine, and Marine Fuels.
D 2274 Test Method for Oxidation Stability of Distillate
Current edition approved Dec.10, 1998. Published February 1999. Originally Fuel Oil (Accelerated Method)3
published as D975 – 48 T. Last previous edition D975 – 98a. D 2276 Test Method for Particulate Contaminant in Avia-
2
This fuel complies with 40 CFR Part 80—Regulation of Fuels and Fuel tion Fuel by Line Sampling3
Additives: Fuel Quality Regulations for Highway Diesel Fuel Sold in 1993 and
Later Calendar Years.
3
Annual Book of ASTM Standards, Vol 05.01.
4
Annual Book of ASTM Standards, Vol 05.04.

Copyright © ASTM, 100 Barr Harbor Drive, West Conshohocken, PA 19428-2959, United States.

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 D 975
D 2500 Test Method for Cloud Point of Petroleum Oils3
D 2622 Test Method for Sulfur in Petroleum Products by No. 2-D, Test Method D 56 can be used as an alternate with
X-Ray Spectrometry5 the same limits, provided the flash point is below 93°C and the
D 2709 Test Method for Water and Sediment in Distillate viscosity is below 5.5 mm2/s at 40°C. This test method will
Fuels by Centrifuge5 give slightly lower values. In cases of dispute, Test Method
D 2880 Specification for Gas Turbine Fuel Oils5 D 93 shall be used as the referee method.
D 3117 Test Method for Wax Appearance Point of 3.1.2 Cloud Point—Test Method D 2500. For all grades,
Distillate Fuels5 the automatic Test Method D 5771, D 5772, or D 5773 can be
D 3120 Test Method for Trace Quantities of Sulfur in Light used as alternates with the same limits.Test Method D 3117
Liquid Petroleum Hydrocarbons by Oxidative Microcou- can also be used since it is closely related to Test Method D
lometry5 2500. In case of dispute, Test Method D 2500 shall be the
D 3828 Test Methods for Flash Point by Small Scale referee method.
Closed Tester5 NOTE 3—When a cloud point less than −12°C is specified, it has been
D 4057 Practice for Manual Sampling of Petroleum and accepted practice to allow a minimum flash point of 38°C, a minimum
Petroleum Products5 viscosity at 40°C of 1.7 mm2/s, and to wave the minimum 90% recovered
D 4294 Test Method for Sulfur in Petroleum Products by temperature.
Energy–Dispersive X-Ray Fluorescence Spectrometry5 3.1.3 Water and Sediment—Test Method D 2709 is used
D 4539 Test Method for Filterability of Diesel Fuels by for Grades Low Sulfur No. 1-D, Low Sulfur No. 2-D, No. 1-
Low Temperature Flow Test (LTFT)2 D, and No. 2-D. Test Method D 1796 is used for Grade No. 4-
D 4737 Test Method for Calculated Cetane Index by Four D.
Variable Equation6 3.1.4 Carbon Residue—Test Method D 524.
D 4865 Guide for Generation and Dissipation of Static 3.1.5 Ash—Test Method D 482.
Electricity in Petroleum Fuel Systems6 3.1.6 Distillation of Low Sulfur No. 1-D, Low Sulfur No.
D 5001 Test Method for Measurement of Lubricity of 2-D, No. 1-D, and No. 2-D Fuel Oils—Test Method D 86.
Aviation Turbine Fuels by the Ball-on-Cylinder Lubricity 3.1.7 Viscosity—Test Method D 445.
Evaluator (BOCLE)6 3.1.8 Sulfur—Test Method D 2622 is used for Grades Low
D 5771 Test Method for Cloud Point of Petroleum Products Sulfur No. 1-D and Low Sulfur No. 2-D. Test Methods D
(Optical Detection Stepped Cooling Method)6 1266, D3120 and D4294 are also suitable for determining
D 5772 Test Method for Cloud Point of Petroleum Products up to
(Linear Cooling Rate Method)6 0.05 % sulfur in diesel fuels. Test Method D 129 is used for
D 5773 Test Method for Cloud Point of Petroleum Products Grades No. 1-D, No. 2-D and No. 4-D. Test Methods D 1552,
(Constant Cooling Rate Method)6 D 2622, and D4294 can also be used for these grades. In
D 6078 Test Method for Evaluating Lubricity of Diesel addition, Test Method D 1266 can be used for Grade No. 1,
Fuels by the Scuffing Load Ball–on–Cylinder Lubricity but only with samples having sulfur contents of 0.4 mass %
Evaluation (SLBOCLE) and less (down to 0.01 %). In case of dispute, Test Method D
D 6079 Test Method for Evaluating Lubricity of Diesel 2622 is the referee sulfur test method for Grades Low Sulfur
Fuels by the High–Fequency Reciprocating Rig (HFFR) No. 1-D and Low Sulfur No. 2-D. Test Method D 129 is the
2.2 Other Documents: referee sulfur test method for Grades No. 1-D, No. 2-D, and
26 CFR Part 48 Manufacturers and Realtors Excise Taxes No. 4-D.
26 CFR Part 48 Diesel Fuel Excise Tax; Dye Color and 3.1.9 Corrosion—Test Method D 130, 3 h test at 50°C.
Concentration 3.1.10 Cetane Number—Test Method D 613.
40 CFR Part 80 Regulation of Fuels and Fuel Additives 3.1.11 Cetane Index—Method D 976 – 80.
IP 309 Diesel and domestic heating fuels–Determination of 3.1.12 Aromaticity—Test Method D 1319. This test method
cold filter plugging point provides an indication of the aromatics content of fuels. For
fuels with a maximum final boiling point of 315°C, this
3. Test Methods method is a measurement of the aromatic content of the fuel.
3.1 The requirements enumerated in this specification shall
be determined in accordance with the following methods: 4. Workmanship
3.1.1 Flash Point—Test Method D 93, except where other 4.1 The diesel fuel shall be visually free of undissolved
methods are prescribed by law. For all grades, Test Method water, sediment, and suspended matter.
D 3828 can be used as an alternate with the same limits. For
Grades Low Sulfur No. 1-D, Low Sulfur No. 2-D, No. 1-D, 5. Requirements
and 5.1 The grades of diesel fuel oils herein specified shall be
hydrocarbon oils conforming to the detailed requirements
5 shown in Table 1.
Annual Book of ASTM Standards, Vol 05.02.
6
Annual Book of ASTM Standards, Vol 05.03.
6. Keywords
6.1 diesel; fuel oil; petroleum and petroleum products;
specification

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 D 975
TABLE 1 Detailed Requirements for Diesel Fuel OilsA

Property Grade Low Grade Low

ASTM Test
Sulfur Sulfur Grade No. 1-DE Grade No. 2-DD,E Grade No. 4-DE
MethodB
No. 1-DC No. 2-DC,D
Flash Point, °C, min. D 93 38 52 38 52 55
Water and Sediment, % vol, max D 2709 0.05 0.05 0.05 0.05 ...
D 1796 ... ... ... ... 0.50
Distillation Temperature, °C 90 % % vol D 86
Recovered
min ... 282D ... 282D ...
max 288 338 288 338 ...
Kinematic Viscosity, mm2/S at 40°C D 445
min. 1.3 1.9 1.3 1.9 5.5
max ... 2.4 4.1 2.4 4.1 24.0
Ash % mass, max D 482 0.01 0.01 0.01 0.01 0.10
Sulfur, % mass, maxF D 2622G 0.05 0.05 ... ... ...
D 129 ... ... 0.50 0.50 2.00
Copper strip corrosion rating max 3 h D 130 No. 3 No. 3 No. 3 No. 3 ...
at 50°C
Cetane number, minH D 613 40I 40I 40I 40I 30I
One of the following properties must
be met:
(1) Cetane index, min. D 976F 40 40 ... ... ...
(2) Aromaticity, % vol, max D 1319F 35 35 ... ... ...
Cloud point, °C, max D 2500 J J J J J

Ramsbottom carbon residue on 10 % D 524 0.15 0.35 0.15 0.35 ...

distillation residue, % mass, max
A
To meet special operating conditions, modifications of individual limiting requirements may be agreed upon between purchaser, seller, and manufacturer.
B
The test methods indicated are the approved referee methods. Other acceptable methods are indicated in 3.1.
C
Under United States regulations, if Grades Low Sulfur No. 1-D or Low Sulfur No. 2-D 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 lbs per thousand barrels of the solid dye
standard Solvent Red 26, or the tax must be collected.
D
When a cloud point less than − 12°C is specified, 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.
E
Under United States regulations, Grades No.1–D, No. 2–D, 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 lbs per thousand barrels of the solid dye standard Solvent Red 26.
F
Other sulfur limits can apply in selected areas in the United States and in other countries.
G
These test methods are specified in 40 CFR Part 80.
H
Where cetane number by Test Method D 613 is not available, Test Method D 4737 can be used as an approximation.
I
Low ambient temperatures as well as engine operation at high altitudes may require the use of fuels with higher cetane ratings.
J
It is unrealistic to specify low temperature properties that will ensure satisfactory operation at all ambient conditions. In general, cloud point (or wax appearance point)
may be used as an estimate of operating temperature limits for Grades Low Sulfur No. 1; Low Sulfur No. 2; and No. 1 and No. 2 diesel fuel oils. However, satisfactory
operation below the cloud point (or wax appearance point) may be achieved depending on equipment design, operating conditions, and the use of flow-improver
additives as described in X4.1.2. Tenth percentile minimum air temperatures for U.S. locations are provided in Appendix X4 as a means of estimating expected regional
temperatures. This guidance is general. Some equipment designs or operation may allow higher or require lower cloud point fuels. Appropriate low temperature
operability properties should be agreed upon between the fuel supplier and purchaser for the intended use and expected ambient temperatures.

APPENDIXES

(Nonmandatory Information)

X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR DIESEL FUEL OILS

X1.1 Introduction five grades of diesel fuel oils. These grades and their general
X1.1.1 The properties of commercial fuel oils depend on applicability for use in diesel engines are broadly indicated as
the refining practices employed and the nature of the crude follows:
oils from which they are produced. Distillate fuel oils, for X1.2.2 Grade Low Sulfur No. 1-D—Grade Low Sulfur No.
example, may be produced within the boiling range of 150 and 1-D comprises the class of low-sulfur, volatile fuel oils from
400°C having many possible combinations of various kerosine to the intermediate distillates. Fuels within this grade
properties, such as volatility, ignition quality, viscosity, and are applicable for use in high-speed engines that require low
other characteris- tics. sulfur fuel and in services involving frequent and relatively
wide variations in loads and speeds, and also for use in cases
X1.2 Grades
where abnormally low fuel temperatures are encountered.
X1.2.1 This specification is intended as a statement of X1.2.3 Grade Low Sulfur No. 2-D—Grade Low Sulfur No.
permissible limits of significant fuel properties used for speci- 2-D includes the class of low-sulfur, distillate gas oils of lower
fying the wide variety of commercially available diesel fuel volatility than Grade Low Sulfur No. 1-D. These fuels are
oils. Limiting values of significant properties are prescribed applicable for use in high-speed engines that require low
for
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 D 975
sulfur

4
 D 975
fuels and in services involving relatively high loads and
uniform speeds, or in engines not requiring fuels having the pump and injector leakage. Maximum viscosity, on the other
higher volatility or other properties specified for Grade Low hand, is limited by considerations involved in engine design
Sulfur No. 1-D. and size, and the characteristics of the injection system.
X1.2.4 Grade No. 1-D— Grade No. 1-D comprises the
class of volatile fuel oils from kerosine to the intermediate X1.7 Carbon Residue
distil- lates. Fuels within this grade are applicable for use in X1.7.1 Carbon residue gives a measure of the carbon
high- speed engines in services involving frequent and depositing tendencies of a fuel oil when heated in a bulb under
relatively wide variations in loads and speeds, and also for use prescribed conditions. While not directly correlating with
in cases where abnormally low fuel temperatures are engine deposits, this property is considered an approximation.
encountered.
X1.2.5 Grade No. 2-D— Grade No. 2-D includes the class X1.8 Sulfur
of distillate gas oils of lower volatility. These fuels are X1.8.1 The effect of sulfur content on engine wear and
applicable for use in high-speed engines in services involving deposits appears to vary considerably in importance and
relatively high loads and uniform speeds, or in engines not depends largely on operating conditions. Fuel sulfur can affect
requiring fuels having the higher volatility or other properties emission control systems performance. To assure maximum
specified for Grade No. 1-D. availability of fuels, the permissible sulfur content should be
X1.2.6 Grade No. 4-D— Grade No. 4-D covers the class of specified as high as is practicable, consistent with maintenance
more viscous distillates and blends of these distillates with considerations.
residual fuel oils. These fuels are applicable for use in low-
and medium-speed engines employed in services involving X1.9 Flash Point
sus- tained loads at substantially constant speed. 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-
tion with legal requirements and safety precautions involved in
X1.3.1 The selection of a particular diesel fuel oil from one
fuel handling and storage, and is normally specified to meet
of these three ASTM grades for use in a given engine requires
insurance and fire regulations.
consideration of the following factors:
X1.3.1.1 Fuel price and availability, X1.10 Cloud Point
X1.3.1.2 Maintenance considerations,
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 precipitate from the oil in use.
can
influence the required fuel properties outlined as follows: X1.11 Ash
X1.11.1 Ash-forming materials may be present in fuel oil in
X1.4 Cetane Number two forms: (1) abrasive solids, and (2) soluble metallic soaps.
X1.4.1 Cetane number is a measure of the ignition quality Abrasive solids contribute to injector, fuel pump, piston and
of the fuel and influences combustion roughness. The cetane ring wear, and also to engine deposits. Soluble metallic soaps
number requirements depend on engine design, size, nature of have little effect on wear but may contribute to engine
speed and load variations, and on starting and atmospheric deposits.
conditions. Increase in cetane number over values actually
required does not materially improve engine performance. X1.12 Copper Strip Corrosion
Accordingly, the cetane number specified should be as low as X1.12.1 This test serves as a measure of possible
possible to assure maximum fuel availability. 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 aromatic
and atmospheric conditions. For engines in services involving
contents of diesel fuel. Aromatic content is specified to
rapidly fluctuating loads and speeds as in bus and truck
prevent an increase in the average aromatics in Grades Low
operation, the more volatile fuels may provide best perfor-
Sulfur No. 1-D and Low Sulfur No. 2-D fuels. Increases in
mance, particularly with respect to smoke and odor. However,
aromatic content of fuels over current levels may have a
best fuel economy is generally obtained from the heavier types
negative impact on emissions.
of fuels because of their higher heat content.
X1.6 Viscosity X1.14 Cetane Index
X1.6.1 For some engines it is advantageous to specify a X1.14.1 Cetane Index is specified as a limitation on the
minimum viscosity because of power loss due to injection amount of high aromatic components in Grades Low Sulfur
5
 D 975
No. 1-D and Low Sulfur No. 2-D.

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 D 975

X2. LONG-TERM STORAGE OF DISTILLATE FUELS

X2.1 Scope special requirements of the user, such as long-term storage,

X2.1.1 This appendix provides guidance for consumers of should be discussed with the supplier.
distillate fuels who may wish to store quantities of fuels for X2.3.3 Blends of fuels from various sources may interact to
extended periods. Fuels containing residual components are give stability properties worse than expected based on the
excluded. Consistently successful long-term fuel storage re- characteristics of the individual fuels.
quires attention to fuel selection, storage conditions, and
monitoring of properties prior to and during storage. X2.4 Fuel Additives
X2.1.2 Normally produced fuels have adequate stability X2.4.1 Available fuel additives can improve the suitability
properties to withstand normal storage without the formation of marginal fuels for long-term storage but may be unsuccess-
of troublesome amounts of insoluble degradation products. ful for fuels with markedly poor stability properties. Most
Fuels that are to be stored for prolonged periods should be additives should be added at the refinery or during the early
selected to avoid formation of sediments, which can overload weeks of storage to obtain maximum benefits.
filters or plug combustor nozzles or injectors. Selection of X2.4.2 Biocides or biostats destroy or inhibit the growth of
these fuels should result from supplier-user discussions. fungi and bacteria, which can grow at fuel-water interfaces to
X2.1.3 These suggested practices are general in nature and give high particulate concentrations in the fuel. Available
should not be considered substitutes for any requirements biocides are soluble in both the fuel and water or in the water
imposed by the warranty of the distillate fuel equipment phase only.
manufacturer or by federal, state, or local government regula-
tions. Although they cannot replace a knowledge of local X2.5 Tests for Fuel Quality
conditions or good engineering and scientific judgment, these X2.5.1 At the time of manufacture, the storage stability of
suggested practices do provide guidance in developing an fuel may be assessed using Test Method D 2274. However,
individual fuel management system for the distillate fuel user. this accelerated stability test may not correlate well with field
They include suggestions in the operation and maintenance of storage stability due to varying field conditions and to fuel
existing fuel storage and handling facilities and for identifying composition.
where, when, and how fuel quality should be monitored. X2.5.2 Performance criteria for accelerated stability tests
that assure satisfactory long-term storage of fuels have not
X2.2 Definitions
been established.
X2.2.1 long-term storage—storage of fuel for longer than
12 months after it is received by the user. X2.6 Fuel Monitoring
X2.2.2 bulk fuel—fuel in the storage facility. X2.6.1 A plan for monitoring the quality of bulk fuel during
X2.2.3 combustor fuel— fuel entering the combustion zone prolonged storage is an integral part of a successful program.
of the burner or engine after filtration or other treatment of A plan to replace aged fuel with fresh product at established
bulk fuel. intervals is also desirable.
X2.2.4 fuel contaminants—foreign materials that make fuel X2.6.2 Stored fuel should be periodically sampled and its
less suitable or unsuitable for the intended use. Fuel contami- quality assessed. Practice D 4057 provides guidance for sam-
nants include materials introduced subsequent to the manufac- pling. Fuel contaminants and degradation products will usually
ture of fuel and fuel degradation products. settle to the bottom of a quiescent tank. A “Bottom” or
X2.2.5 fuel-degradation products—those materials that are “Clearance” sample, as defined in Practice D 4057, should be
formed in fuel during extended storage. Insoluble degradation included in the evaluation along with an “All Level” sample.
products may combine with other fuel contaminants to rein- X2.6.3 The quantity of insoluble fuel contaminants present
force deleterious effects. Soluble degradation products in fuel can be determined using Test Method D 2276, Proce-
(soluble gums) are less volatile than fuel and may carbonize to dure A.
form in fuels due to complex interactions and oxidation of X2.6.4 Other quality tests like fuel color (see Test Method
small amounts of olefinic, sulfurous, oxygenated, and D 1500) and stability tests (see Test Method D 2274) after
nitrogenous compounds present in fuels. The formation of storage may have value. Correlations of these tests with fuel
degradation products may be catalyzed by dissolved metals, suitability are tenuous.
especially copper salts.
X2.7 Fuel Storage Conditions
X2.3 Fuel Selection
X2.7.1 Contamination levels in fuel can be reduced by
X2.3.1 Certain distilled refinery products are generally storage in tanks kept free of water, and tankage should have
more suitable for long-term storage than others. The stability provisions for water draining on a scheduled basis. Water
properties of distillates are highly dependent on the crude oil promotes corrosion, and microbiological growth may occur at
sources, severity of processing, and whether additional a fuel-water interface. Underground storage is preferred to
refinery treatment has been carried out. avoid temperature extremes; above-ground storage tanks
X2.3.2 The composition and stability properties of distillate should be sheltered or painted with reflective paint. High
fuels produced at specific refineries may be different. Any storage temperatures accelerate fuel degradation. Fixed roof

7
 D 975
tanks should be kept full to limit oxygen supply and tank
breathing. ment can require special attention and increased maintenance.
X2.7.2 Copper and copper-containing alloys should be Burner nozzle or injector fouling can occur more rapidly.
avoided. Copper can promote fuel degradation and may pro- X2.8.2 Fuels containing very large quantities of fuel degra-
duce mercaptide gels. Zinc coatings can react with water or dation products and other contaminants or with runaway
organic acids in the fuel to form gels which rapidly plug microbiological growth require special attention. Consultation
filters. with experts in this area is desirable. It can be possible to drain
X2.7.3 Appendix X3 of Specification D 2880 discusses fuel the sediment or draw off most of the fuel above the sediment
contaminants as a general topic. layer and use it with the precautions described in X2.8.1.
However, very high soluble gum levels or corrosion products
X2.8 Use of Degraded Fuels
from microbiological contamination can cause severe opera-
X2.8.1 Fuels that have undergone mild-to-moderate degra- tional problems.
dation can often be consumed in a normal way, depending on
the fuel system requirements. Filters and other cleanup equip-

X3. DIESEL FUEL LUBRICITY

X3.1 Introduction ball-on-cylinder lubricity evaluator method, SLBOCLE, and

X3.1.1 Diesel fuel functions as a lubricant in certain items Test Method D 6079, a high frequency reciprocating rig
of fuel injection equipment such as rotary/distributor fuel method, HFRR. The inclusion of a single fuel specification in
pumps and injectors. In limited cases, fuel with very specific the main table for Grade No. 2 requires further research
properties can have insufficient lubricating properties which because 1) the correlation of the data among the two test
can lead to a reduction in the normal service life of fuel pumps methods and the fuel injection equipment needs further clarafi-
or injectors. cation, 2) both methods in their current from do not apply to
X3.2 Fuel Characteristics Affecting Equipment Wear all fuel-additive combinations, and 3) the reproducibility
values for both test methods are large. In the meantime, the
X3.2.1 Two fuel characteristics that affect equipment wear
following information may be of use and serve as a general
are low viscosity and lack of sufficient quantities of trace
guideline to fuel suppliers and users.
components, which have an affinity for metal surfaces. If fuel
viscosity meets the requirements of a particular engine, a fuel X3.3.3 SAE Technical Paper 9523697 indicates that users
film is maintained between the moving surfaces of the fuel should monitor their fuel injection pumps for possible trends
system components. This prevents excessive metal-to-metal of abnormal wear rates if the fuel has a scuffing load value
contact and avoids premature failure due to wear. Similarly, between 2000 and 2800 g in Test Method D 6078. According
certain surface active molecules in the fuel adhere to, or to this paper, fuels with values below 2000 g will in all
combine with, metallic surfaces to produce a protective film probabil- ity cause accelerated wear in fuel lubricated rotary-
which also can protect surfaces against excessive wear. type fuel injection pumps. It should be noted that fuels with a
sufficient level of an effective lubricity additive may protect
X3.3 Fuel Lubricity the equip- ment, but may not be recognized by the test
X3.3.1 The concern about fuel lubricity is limited to situa- method.
tions in which fuels with lower viscosities than those specified X3.3.4 Work at ISO, documented in SAE Technical Paper
for a particular engine are used or with fuels which have been 952372,8 indicates that a fuel with a 450-micron wear scar
processed in a manner that results in the elimination of the diameter or lower value at 60 °C in Test Method D 6079 (380
trace levels of the surface active species that act as lubricating micron at 25 °C) should protect all fuel injection equipment.
agents. Presently the only fuels of the latter type shown to Other SAE publications present data to show that some fuels
have lubricity problems resulted from sufficiently severe and fuel/additive combinations can have values above this
processing to reduce aromatics substantially below current level and still provide sufficient lubricity protection to the
levels. Re- search is in progress to identify the characteristics equipment. The current ISO test program is addressing this
of such fuels and where the use of a lubricity improver issue.
additive is required, to ensure satisfactory operation in the X3.3.5 Pump stand testing of fuels, although more expen-
sensitive areas of the vehicle fuel system. sive and time consuming, is a more accurate means of
X3.3.2 Work in the area of diesel fuel lubricity is ongoing evaluating the lubricity of diesel fuel. Although several fuel
by several organizations, such as the International Standard injection manufacturers have pump-stand tests, no single test
Organization (ISO) and the ASTM Diesel Fuel Lubricity Task method has become standardized and no standard industry-
Force. These groups include representatives from the fuel approved type procedure is available at this time.
injection equipment manufacturers, fuel producers, and addi-
tive suppliers. The charge of the ASTM task force has been
the recommendation of test methods and a fuel specification
for Specification D 975. Two test methods were proposed and 7
Westbrook, S.R., “Survey of Low Sulfur Diesel Fuels and Aviation Kerosenes
from U.S. Military Installations”, SAE Technical Paper 952369, 1995.
approved. These are Test Method D 6078, a scuffing load
8
 D 975
8
Nikanjam, M., “ISO Diesel Fuel Lubricity Round Robin Program”,
SAE Technical Paper 952372, 1995.

9
 D 975

X4. TENTH PERCENTILE MINIMUM AMBIENT AIR TEMPERATURES FOR THE UNITED STATES
(EXCEPT HAWAII)

X4.1 Introduction and Chemical Laboratory, Aberdeen Proving Ground, MD

X4.1.1 The tenth percentile minimum ambient air tem- 21005. The tenth percentile minimum ambient air temperature
peratures shown on the following maps (Figs. X4.1-X4.12) is defined as the lowest ambient air temperature which will not
and in Table X4.1 were derived from an analysis of historical go lower on average more than 10 % of the time. In other
hourly temperature readings recorded over a period of 15 to words, the daily minimum ambient air temperature would on
21 years from 345 weather stations in the United States. This average not be expected to go below the monthly tenth
study was conducted by the U.S. Army Mobility Equipment percentile minimum ambient air temperature more than 3 days
Research and Development Center (USAMERDC), Coating for a 30 day month.

FIG. X4.1 October—10th Percentile Minimum Temperatures

10
 D 975

FIG. X4.2 November—10th Percentile Minimum Ambient Air Temperatures

11
 D 975

FIG. X4.3 December—10th Percentile Minimum Ambient Air Temperatures

12
 D 975

FIG. X4.4 January—10th Percentile Minimum Ambient Air Temperatures

13
 D 975

FIG. X4.5 February—10th Percentile Minimum Ambient Air Temperatures

14
 D 975

FIG. X4.6 March—10th Percentile Minimum Ambient Air Temperatures

FIG. X4.7 October—10th Percentile Minimum Ambient Air Temperatures

15
 D 975

FIG. X4.8 November—10th Percentile Minimum Ambient Air Temperatures

FIG. X4.9 December—10th Percentile Minimum Ambient Air Temperatures

16
 D 975

FIG. X4.10 January—10th Percentile Minimum Ambient Air Temperatures

FIG. X4.11 February—10th Percentile Minimum Ambient Air Temperatures

17
 D 975

FIG. X4.12 March—10th Percentile Minimum Ambient Air Temperatures

TABLE X4.1 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

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 D 975

TABLE X4.1 Continued

10th Percentile Temperature°C, min
State
Oct. Nov. Dec. Jan. Feb. March
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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 D 975
X4.1.2 These data may be used to estimate low temperature
operability requirements. In establishing low temperature op- the vehicle low temperature operability limit for untreated
erability requirements, consideration should be given to the fuels. In addition, CRC Report No. 528 found that the Low
following. These factors, or any combination, may make low Temperature Flow Test (LTFT), (see Test Method D 4539)
temperature operability more or less severe than normal. As provided the best correlation with vehicle performance for
X4.1.2.1-X4.1.2.12 indicate, field work suggests that cloud untreated fuel and flow improver treated fuel. Pour point, (see
point (or was appearance point) is a fair indication of the low Test Method D 97) and Cold Filter Plugging Point (CFPP),
temperature operability limit of fuels without cold flow addi- (see Test Method IP 309) tests were not sufficiently severe
tives in most vehicles. enough to predict the performance of the test fuels in the
X4.1.2.1 Long term weather patterns (Average winter low diesel vehicles used in the study.
temperatures will be exceeded on occasion). X4.1.3.1 Current Practices—It is recognized that fuel dis-
X4.1.2.2 Short term local weather conditions (Unusual cold tributors, producers, and end users in the United States use
periods do occur). cloud point, wax appearance point, CFPP, and LTFT to
X4.1.2.3 Elevation (High locations are usually colder than estimate vehicle low temperature operability limits for diesel
surrounding lower areas). fuel. No independent data has been published in recent years
X4.1.2.4 Specific engine design. to determine test applicability for today’s fuels and vehicles.
X4.1.2.5 Fuel system design (Recycle rate, filter location,
X4.2 Maps
filter capacity, filter porosity, and so forth.)
X4.1.2.6 Fuel viscosity at low temperatures X4.2.1 The maps in the following figures were derived
X4.1.2.7 Equipment add-ons (Engine heaters, radiator cov- from CCL Report No. 316, “A Predictive Study for Defining
ers, fuel line and fuel filter heaters and so forth.) Limiting Temperatures and Their Application in Petroleum
X4.1.2.8 Types of operation (Extensive idling, engine shut- Product Specifications,” by John P. Doner. This report was
down, or unusual operation). published by the U.S. Army Mobility Equipment Research and
X4.1.2.9 Low temperature flow improver additives in fuel. Development Center (USAMERDC), Coating and Chemical
X4.1.2.10 Geographic area for fuel use and movement Laboratory, and it is available from the National Technical
between geographical areas. Information Service, Springfield, VA 22151, by requesting
X4.1.2.11 General housekeeping (Dirt and/or water in fuel Publication No. AD756-420.
or fuel supply system). X4.2.2 Where states are divided the divisions are noted on
X4.1.2.12 Impact failure for engine to start or run (Critical the maps and table with the exception of California, which is
vs. non-critical application). divided by counties as follows:
X4.1.3 Historical Background—A field test conducted by California, North Coast—Alameda, Contra Costa, Del
the CRC in 1981 resulted in two documents that provide Norte, Humbolt, Lake, Marin, Mendocino, Monterey, Napa,
insight into correlating laboratory tests to vehicle performance San Benito, San Francisco, San Mateo, Santa Clara, Santa
in the field. Prior to the 1981 field test, it was thought that in Cruz, Solano, Sonoma, Trinity.
most cases vehicle would operate 6°C below the cloud point California, Interior—Lassen, Modoc, Plumas, Sierra,
(or wax appearance point) due to the fuel temperature lagging Siskiyou, Alpine, Amador, Butte, Calaveras, Colusa, El Do-
behind the air temperature and the premise that more wax than rado, Fresno, Glenn, Kern (except that portion lying east of
would be produced at the cloud point would be necessary to the Los Angeles County Aqueduct), Kings, Madera, Mariposa,
block a filter or plug a fuel line. CRC Report No. 537 9 Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus,
indicated that in overnight cool down, 30 % of the vehicles Sutter, Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
tested had final fuel tank temperatures within 2°C of the California, South Coast—Orange, San Diego, San Luis
overnight minimum ambient temperature. CRC Report No. Obispo, Santa Barbara, Ventura, Los Angeles (except that
52810 concluded that of the several laboratory tests examined portion north of the San Gabriel Mountain range and east of
(cloud point, pour point, CEPP, LTFT), cloud point (see Test the Los Angeles County Aqueduct).
Method D 2500) predicted the bahavior of the untreated fuels. California, Southeast—Imperial, Riverside, San Bernardino,
The combination of these reports would suggest the cloud Los Angeles (that portion north of the San Gabriel Mountain
point (or wax appearance point), in most cases, would be range and east of the Los Angeles County Aqueduct), Mono,
closer to Inyo, Kern (that portion lying east of the Los Angeles County
Aqueduct).
9
X4.2.3 The temperatures in CCL Report No. 316 were in
CRC Report No. 537, “The Relationship Between Vehicle Fuel Temperature degrees Fahrenheit. The degree Celsius temperatures in Ap-
and Ambient Temperature, 1981 CRC Kapuskasing Field Test”, December 1983.
10
CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature Operability pendix X4 were obtained by converting the original degree
Field Test”, September 1983. Fahrenheit temperatures.

20
 D 975
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