Everybody knows what a lubricant is, and we use lubricants to reduce friction in order to prevent
chaffing, scuffing and wear between two surfaces that are moving in relationship to one another.
Lubricity is the term used to rate the effectiveness of a lubricant, and a system of measuring this was
devised by applying a controlled amount of friction between two surfaces, using the lubricant under
test to protect these surfaces, and then measuring the amount of wear that occurs to rate that
lubricant’s performance.
The function of a lubricant is to prevent, or at least reduce, wear between two surfaces. The lubricity
test result is a reading of how much wear occurred during the test, or simply put “how much wear
the lubricant failed to prevent”.
It follows then that a lower score indicating less wear is more desirable than a higher score
indicating more wear.
Lubricants prevent or at least reduce wear, which in some instances can be extremely costly to
repair. Thus, the better a lubricant and the lower it is lubricity score, the more wear will be
prevented, and the greater the value of the costs of repair, that are reduced and thus saved.
Historically, or at least into the 70’s, fuels such as diesel were considered to have adequate inherent
lubricity for their use in engines without any additional lubricity improver’s.
This all began to change when Sulphur Oxides in exhaust gases were targeted for reduction as part
of the campaign to reduce harmful emissions, which rolled out globally and to this day, continue to
increase in severity. This is achieved primarily by reducing the sulphur content in the fuel itself and is
carried out at the refinery level.
The processes used to reduce the sulphur content in the fuel, further reduced the lubricity, due to
their effect on the properties of other constituents of the fuel. This essentially amplified the
worsening of lubricity caused by reducing the sulphur content.
Additives have become necessary in order to improve the lubricity of fuel, which has been subjected
to the processes of lowering the sulphur content.
This is done both by refineries themselves, and through the use of commercial, after market,
specialist additive suppliers.
Due to the superior lubricity inherent in a host of vegetable oils, these began to be introduced into
fuels distributed for use in diesel engines, in order to restore the lubricity levels.
This process continues to repeat, as fuels progress along the path of diesel from low sulphur diesel,
to very low sulphur diesel, to ultra-low sulphur diesel, and the percentages of vegetable oils is
increased each time.
This process is not without its issues, and new problems are found with each change.
The bottom line is that improving the lubricity of any level of fuel is going to improve the fuel,
reduce wear, and save money.
Improved lubricity also saves fuel.
It thus stands to reason that regardless of the grade of fuel used, significant improvements in the
lubricity of a fuel will reduce the friction in the engine and lead to significant improvements in fuel
consumption as well.
On 1 January 2020, a new limit on the sulphur content in the fuel oil used on board ships came into force, marking a significant milestone to improve air quality, preserve the environment and protect human health.
Known as “IMO 2020”, the rule limits the sulphur in the fuel oil used on board ships operating outside designated emission control areas to 0.50% m/m (mass by mass) – a significant reduction from the previous limit of 3.5%. Within specific designated emission control areas the limits were already stricter (0.10%). This new limit was made compulsory following an amendment to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL).
The resulting reduction in sulphur oxide (SOx) emissions from ships is having major health and environmental benefits for the world, particularly for populations living close to ports and coasts. Sulphur oxides are harmful to human health, causing respiratory, cardiovascular and lung disease. Once released in the atmosphere, SOx can lead to acid rain, which impacts crops, forests and aquatic species and contributes to the acidification of the oceans.
Before the entry into force of the new limit, most ships were using heavy fuel oil. Derived as a residue from crude oil distillation, heavy fuel oil had a much higher sulphur content which, following combustion in the engine, ended up in ships’ emissions. Now, the vast majority of ships are using very low sulphur fuel oil (VLSFO) to comply with the new limit, and no safety issues have to date been reported to IMO.
EN 590 describes the physical, chemical and performance properties that all automotive diesel fuels must meet if they are to be sold in the UK, European Union, Croatia, Iceland, Norway and Switzerland
It is also a ‘Standard’ that is valued and recognised around the world.
EN590 was introduced to coincide with the development of new emissions standards across the European Union & the UK. The overall goal has been to reduce the sulphur content of diesel fuel (a major element of pollution. eg. acid rain). However, Sulphur has been used as a lubricant in most fuels and its role has to be replicated by another chemical if the Sulphur content is to be significantly reduced. FORTecXEco Fuel Conditioners provide that lubricity.
A user of fuel must utilise an accepted standard of fuel if they are to avoid engine damage or excessive wear. And importantly, not invalidate their engine manufacturer’s warranty.
Consequently, without a certified ‘Letter of No Objection’ from any engine’s particular manufacturer (basically giving permission to use a non-standard fuel), they cannot use a fuel which does not conform to an accepted Standard or a fuel whose formula has been altered or contaminated. The addition of chemical formulas to any fuel (like adding Fuel Conditioner) could then classify that fuel as non-standard or contaminated.
However, if the lubricity and combustion performance of a fuel with added Conditioner remains within the strict parameters of EN590, then it is considered a Standard Fuel and cannot legally breach the terms and conditions of a manufacturer’s engine warranty. This negates the need for obtaining ‘Letters of No Objection’ which are almost impossible to obtain.