PROCESS FOR THE PRODUCTION OF AN IMPROVED DIESEL FUEL

Abstract

A method for the continuous production of an improved diesel fuel, having enhanced ignition characteristics, more particularly with a greater electric conductivity, enhanced cetane numbers and lubricity and with greater percentage of complete combustion, resulting in less soot production and NOx reduction at the same time in an internal combustion diesel engine, breaking the tradeoff in the emission of those two pollutants from an internal combustion diesel engine.

Claims

1.-13. (canceled)

14. A process for the production of an improved diesel fuel comprising the steps of: a) mixing and homogenizing the following streams: a first stream (SD) comprising a commercial diesel fuel; a second stream (S1) of a first additive comprising a mixture of ethoxylated esters which is used as surfactant; a third stream (S2) comprising a second additive comprising an aqueous emulsion containing a mixture of water-soluble surfactants and cyclic-aromatic hydrocarbons in order to produce a mixed and homogenized stream comprising SD+S1+S2; and b) converting the diesel fuel contained in the mixed and homogenized stream obtained in step a) into a bipolar diesel fuel by submitting the mixed and homogenized mix to controlled cavitation inside a Shock Power Reactor having a rotor, in order to obtain the improved diesel fuel.

15. The process for the production of an improved diesel fuel as claimed in claim 14, wherein in step a), the first additive comprises an Ethoxylated Fatty Acid Ester that can be ethoxylated with a range of 6 to 80 moles of Ethylene Oxide, wherein its molecule is formed from 1,4-anhydro-sorbitol and fatty acids.

16. The process for the production of an improved diesel fuel as claimed in claim 14, wherein in step a), the second additive comprises a water based mixture formed by aromatic solvents such as para “p-” or Ortho “o-” Xylene with one or two methyl radicals mixed with a balance of four Ethoxylated Phenol derived surfactants that can be Alkyl type chains or Nonyl type, wherein the chemical balance of the surfactants should be formulated to match with the HLB value of the first additive.

17. The process for the production of an improved diesel fuel as claimed in claim 14, wherein in step a) the first stream (SD) comprises a non-polar commercial diesel (CD) at a pressure of 60-100 psig pumped by means of a a Helicoildal Gear Pump having a 40 HP motor with a maximum flow of between 35 to 350 gallons/min and an operating pressure of 60 to 100 psig, wherein the pump receives diesel from a constant volumetric flow source (a tank) in a range of 4 to 1400 L/min at ambient temperature and at the hydrostatic pressure of the tank (minimum of 1 psi), and wherein the first stream is measured by means of a Coriolis Mass Flow meter and regulated by means of a main flow control valve NPS 150 class standard RF flange connection at a pressure of 20-90 psig. at the same pressure provided by the Helicoidal Gear Pump.

18. The process for the production of an improved diesel fuel as claimed in claim 14, wherein in step a) the second stream (S1) is provided by means of a Progressive Cavity Injection Pump, with a maximum proportional flow of between 0 to 5 gallons/min and an operating pressure of between 25 to 120 psig, wherein the Progressive Cavity Injection Pump receives the first additive from a tank at a hydrostatic pressure of the tank at ambient temperature and wherein the second stream provided by the Progressive Cavity Injection Pump is measured by means of a straight Coreolis Mass Flow meter, regulated with a control valve, which regulates the second stream at a maximum pressure of between 25 to 125 psig.

19. The process for the production of an improved diesel fuel as claimed in claim 14, wherein in step a) the third stream (S2) is provided by means of a Progressive Cavity Injection Pump, with a maximum flow of between 0 to 10 gallons/min and an operating pressure of between 25 to 125 psig, wherein the Progressive Cavity Injection Pump receives the second additive from a tank at a hydrostatic pressure of the tank at ambient temperature and wherein the third stream provided by the Progressive Cavity Injection Pump is measured by means of a straight Coreolis Mass Flow meter, regulated with a control valve NPS 150 class standard RF flange connection which regulates the third stream of the S2 additive at a pressure of between 25 to 125 psig.

20. The process for the production of an improved diesel fuel as claimed in claim 14 wherein in step a): I. the second stream (S1) is injected to the first stream (SD); II. the resulting stream (SD+S1) is homogenized by a static mixer thus producing a homogenized stream; III. the third stream S2 is injected to the homogenized stream obtained in step II; IV. the resulting stream obtained in step III (S2+S1+S2) is homogenized by means of a static mixer.

21. The process for the production of an improved diesel fuel as claimed in claim 20, wherein in step I. the second stream (S1) is injected by means of a standard “T” connector, at a pressure of between 25 to 125 psig, which must be greater than the pressure of the main stream, in order to create a stream of SD+S1 having a maximum mass flow of between 35 to 400 gal/min, wherein the input mass flow will correspond to 0.9 to 1.5% of the SD in flow.

22. The process for the production of an improved diesel fuel as claimed in claim 20, wherein in step II. the resulting stream (SD+S1) is homogenized by means of a first static mixer having 5 PMS blade units and 150 class standard RF flange connection and producing a pressure drop of approximately 8 psig in order to create a mixed stream of SD+S1 of between about 20 to 110 psig.

23. The process for the production of an improved diesel fuel as claimed in claim 20, wherein in step III the third stream S2 is injected by means of a standard “T” connector, at a pressure of between 25 to 125 psig which must be greater than the pressure of the first stream (SD), at a position located after the first static mixer in order to create a stream of SD+S1+S2 at a maximum mass flow of 400 gal/min, wherein the input mass flow of the S2 component will correspond approximately to 1.5 to 3.0% of the SD+S1+S2 flow.

24. The process for the production of an improved diesel fuel as claimed in claim 20, wherein in step III) the stream comprising SD+S1+S2 is homogenized and mixed by means of a second static mixer having 3 PMS blade units and 150 class standard RF flange connection generating a pressure drop of approximately 4 psig, thus producing a mixed stream of SD+S1+S2 having a pressure of between 25 to 125 psig at ambient temperature.

25. The process for the production of an improved diesel fuel as claimed in claim 20, wherein in step b) the mixed and homogenized stream of SD+S1+S2 is feed to a Shock Wave Power Reactor (SPR) at a pressure of 25 to 125 psig and at ambient temperature, wherein the SPR reactor comprises a rotor that spins at a velocity of between 600 RPM and 3000 RPM.

26. An improved diesel fuel produced by the method claimed in claim 14, wherein the improved diesel fuel is a bipolar diesel fuel having an electrical conductivity of more than 1000 times compared with the electrical conductivity of regular diesel fuel, a lubricity parameter of approximately 0.300 mm and wherein the improved fuel breaks the tradeoff of NOx and soot production when burned by a diesel combustion engine by reducing the production of soot by more than 30% and reducing the production of NOx with a fuel penalty of from 0 to 3%.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG. 1 is a flow diagram of the method for the continuous production of an improved diesel fuel of the present invention.

[0024] FIG. 2 is a graph showing the Steady-State Testing results of Test 1.

[0025] FIG. 3 is a graph showing the Transient Tests results of Test 1.

[0026] FIG. 4 is a graph showing the first Steady-State Testing of Test 2.

[0027] FIG. 5 is a graph showing the second Steady-State Testing of Test 2.

[0028] FIG. 6 is a graph showing the transient tests of Test 2.

DETAILED DESCRIPTION OF THE INVENTION

[0029] The improved diesel fuel of the present invention is based on “regular” commercial diesel with the addition of two mixtures of components. These components will be addressed as “S1” (corresponding to additive number 1) and “S2” (corresponding to additive number 2).

[0030] “S1” comprise a an Ethoxylated Fatty Acid Ester that can be ethoxylated with a range of 6 to 80 moles of Ethylene Oxide. This molecule is formed from 1,4-anhydro-sorbitol and fatty acids (see Formula 1). Typically, this substance consists of a mixture of stearic and palmitic acid esters of sorbitol and its mono- and dianhydrides. This ethoxylated derivatives can also be prepared by the addition of several moles of ethylene oxide to the form of monoglycerol ester and, depending on the number of moles of ethylene oxide added, have a wide range in HLB value.

##STR00001##

[0031] S2 is a complex water based mixture formed by aromatic solvents such as para “p-” or Ortho “o-” Xylene with one or two methyl radicals mixed with a balance of four Ethoxylated Phenol derived surfactants (see Formula 2) that can be Alkyl type chains or Nonyl type as well. The chemical balance of the surfactants should be formulated to match with the HLB value of S1.

##STR00002##

[0032] The water concentration on S2 should be by the rage of 50 to 90% and the water is added in a form of an amine soap. The amine soap should be prepared in a chemical reactor where a viscous organic compound that is both a tertiary amine and a triol with three alcoholic groups (see the Graphic representation below) would be neutralized by an aliphatic fatty acid with one double bond and an Alkyl chain of 6 to 18 carbons.

##STR00003##

Graphic Representation of the Formation of the Tertiary Amine

[0033] S1 is a non-polar substance and S2 is a bipolar mixture. Both substances create a complex molecular dispersion with diesel fuel or ultra-low diesel fuel.

[0034] Both additives are injected to the main process flow and mixed thoroughly by means of a Shock Wave Power Reactor (SPR).

[0035] The process of the present invention will now be described in accordance with a specific embodiment thereof, designed to process a continuous stream of diesel, wherein the process of the present invention comprises the following steps: [0036] a) providing a continuous main stream (SD) of a (non-polar) commercial Diesel fuel (also Ultra Low Sulfur diesel (ULSD) can be used) at a pressure of 60-100 psig by means of a Helicoidal Gear Pump (BPS 002) having a 40 HP motor with a maximum flow of between 35 to 350 gallons/min and an operating pressure of 60-100 psig. The pump receives diesel from a constant volumetric flow source (a tank ULSD) in a range of 4 to 1400 L/min at ambient temperature and at the hydrostatic pressure of the tank (minimum of 1 psi). The main stream (SD) flows through a 4″ pipe, although other pipes having different diameter may be used depending on the scale of the entire process; [0037] b) measuring the flow of the main stream (SD) by means of a 4 in. “V Shape” Coriolis Mass Flow meter and regulating the main flow by means of a main flow control valve NPS 4 in. 150 class standard RF flange connection. The main flow is regulated at a pressure of 20-90 psig. i.e. the same pressure provided by the Helicoidal Gear Pump; [0038] c) providing a stream of the S1 component by means of a Progressive Cavity Injection Pump (BPS 002), having a 5 HP motor with a maximum proportional flow of between 0 to 5 gallons/min (preferably 4.55 gallons/min) and an operating pressure of between 25 to 120 psig (preferably 100 psig), which must be greater that the pressure of the main stream (SD). The Progressive Cavity Injection Pump receives the S1 component from a tank at a hydrostatic pressure of the tank at ambient temperature; [0039] d) measuring the stream of the S1 component by means of a 1 in. straight Coreolis Mass Flow meter, regulated with a control valve NPS ¾ in. which regulates the stream of the S1 component at a maximum pressure of between 25 to 125 psig (preferably 100 psig). [0040] e) injecting the stream of the S1 compound to the mainstream (SD) 4″ pipe by means of a standard “T” connector, at a pressure of between 25 to 125 psig (preferably 100 psig), which must be greater than the pressure of the main stream, and at a position located after the main flow control valve, in order to create a stream of SD+S1 having a maximum mass flow of between 35 to 400 gal/min (preferably 359.55 gal/min), wherein the input mass flow will correspond to 0.9 to 1.5% of the SD in flow. [0041] f) mixing and homogenizing the stream of SD+S1 by means of a first static mixer (MEZC 001) having approximately 120 cm long, 4 in. diameter with 5 PMS blade units and 150 class standard RF flange connection and producing a pressure drop of approximately 8 psig in order to create a mixed stream of SD+S1 of between about 20 to 110 psig (preferably 67 psig); [0042] g) providing a stream of the S2 component by means of a Progressive Cavity Injection Pump, (BPS 003) having a 3 HP motor with a maximum flow of between 0 to 10 gallons/min (preferably 8.75 gallons/min) and an operating pressure of between 25 to 125 psig (preferably 100 psig). The Progressive Cavity Injection Pump receives the S2 component from a tank at a hydrostatic pressure of the tank at ambient temperature; [0043] h) measuring the stream of the S2 component by means of a ¾ in. straight Coreolis Mass Flow meter, regulated with a control valve NPS ¾ in. 150 class standard RF flange connection which regulates the stream of the S2 at a pressure of between 25 to 125 psig (preferably 100 psig). [0044] i) Injecting the stream of the S2 component to the stream of SD+S1 to the 4″ pipe by means of a standard “T” connector, at a pressure of between 25 to 125 psig (preferably 100 psig) which must be greater than the pressure of the main stream, at a position located after the first static mixer in order to create a stream of SD+S1+S2 at a maximum mass flow of 400 gal/min, wherein the input mass flow of the S2 component will correspond approximately to 1.5 to 3.0% of the SD+S1+S2 flow. [0045] j) mixing and homogenizing the stream of SD+S1+S2 by means of a second static mixer (MEZC 002) having approximately 87 cm long, 4 in. diameter with 3 PMS blade units and 150 class standard RF flange connection and generating a pressure drop of approximately 4 psig, thus producing a mixed stream of SD+S1+S2 having a pressure of between 25 to 125 psig (preferably about 63 psig) at ambient temperature; [0046] k) feeding the stream of SD+S1+S2 having a pressure of 25 to 125 psig (preferably about 63 psig) at ambient temperature to a Shock Wave Power Reactor (SPR) in order to submit the stream to “controlled cavitation” which converts a non-polar diesel fuel into a bipolar diesel fuel that increases the lubricity parameter by more than 40%. The SPR reactor comprises a rotor that spins at a velocity of between 600 RPM and 3000 RPM. The spinning action generates hydrodynamic cavitation in the rotor cavities away from the metal surfaces. The cavitation is controlled and therefore there is no damage. As microscopic cavitation bubbles are produced and collapse, shockwaves are given off into the liquid which can heat and/or mix” (Hydrodynamics, 2018). This equipment guarantees the homogeneous mixing of the stream of SD+S1+S2 and the result is the improved diesel fuel having a temperature of between about 30° C. to 80° C., which correspond to an increase of temperature of approximately 30° C.

[0047] In other embodiments of the process of the present invention, In step e) and i) the component S1 is always injected at a pressure greater or slightly greater that the pressure of the main stream (SD), and the component S2 is always injected at a pressure greater or slightly greater that the pressure of the SD+S1 stream.

[0048] Although it was described that the process is designed to process a continuous stream of diesel, it may be possible to process the diesel in batches.

[0049] The improved diesel fuel produced by the method of the present invention has enhanced ignition characteristics, more particularly a greater electric conductivity of more than 1000 times compared with regular diesel fuel and a value of lubricity of more than 100% compared with regular diesel fuel, with greater percentage of complete combustion, resulting in less soot production and NOx reduction at the same time in an internal combustion diesel engine.

[0050] Said improved diesel fuel obtained by the process of the present invention is a bipolar diesel fuel having a lubricity parameter of approximately 0.300 mm.

[0051] The improved diesel fuel has proven tests on engines based on EPA and CARB standard cycles that the effect of this fuel based on a on regular ULSD reduces the total soot and total P.M. emissions by more than 30% as well as total Nitrogen Oxides (NOx) emissions. The improved diesel (ND) breaks the tradeoff of NOx and soot production in a diesel combustion engine with a fuel penalty of from 0 to 3%.

[0052] The characteristics of the improved diesel fuel that differentiates it from the base fuel is that, with an observation under the microscope, the dispersion of polar particles can be observed, this is what gives it the bipolar character.

[0053] As previously described, it can also see an increase of more than 1000 times in the electrical conductivity with respect to the base fuel, without the need to add additives. This is measured according to ASTM D2624.

[0054] The lubricity measured by ASTM D6079 is much higher without the need to add lubricity additives.

[0055] Specifications of the Improved Diesel of the Present Invention

TABLE-US-00001 PSponCd IMPROVED DIESEL D130 Fuels Copper 1A Duration hours 3 Temperature deg C. 50 D1319 Aromatic % 30.5 Olefins % 2.4 Saturate % 67.1 D2500 Comment 1 OBSERVED LIGHT RING @ +6 ABOVE BASE OF VESSEL BUT A DISTINCT CLOUD @ −10 D2622 Sulfur mass % 0.001 SulfurPP PPM 9.74

TABLE-US-00002 D2709 TtlSmpl Vol % <0.005 D445 40 c Viscosty cSt 2.655 D482 Ash mass % IC D6079 MjrAxis mm 0.278 MnrAxes mm 0.205 WearScar mm 0.242 DescScar • Evenly Abraded Oval D613 CetaneNo 46 D86 IBP deg F. 203.7 Evap_5 degF. 367.2 Evap_10 degF. 406.7 Evap_15 degF. 424.4 Evap_20 degF. 433.5 Evap_30 degF. 453.1 Evap_40 degF. 469.9 Evap_50 degF. 493.2 Evap_60 degF. 511.4 Evap_70 degF. 535.1 Evap_80 degF. 560.4 Evap_90 degF. 594.3 Evap_95 degF. 629.9 FBP degF. 650.1 D93 Flash degF. 149 FlashP-C degC. 65

Process Data

[0056]

TABLE-US-00003 Inflow InFlow (GPM) 350 S1 vs InFlow (%) 0.012 S2 vs InFlow (%) 0.02

TABLE-US-00004 Molecular weights MW Diesel 168.32 g/mol MW S1 346.47 g/mol MW S2 18.62 g/mol

TABLE-US-00005 Densities Den Diesel 850 kg/m3 Den S1 1032 kg/m3 Den S2 1000 kg/m3

TABLE-US-00006 Current 001 002 003 004 005 006 Temperature (° C.) 25 25 25 25 25 45 Pressure (psig) 75 100 70 100 65 52 Vap Fraction 0 0 0 0 0 0 Vol Flow (GPM) 350 4.2 354.2 7 361.2 361.2

TABLE-US-00007 Balance of Matter Current 1 (Feed) 2 (S1) 3 4 (S2) 5 6 Temperature (° C.) 25 25 25 25 25 45 Pressure (Kg/cm2) 5.27 7.03 4.92 7.03 4.57 3.06 Vap Fraction 0 0 0 0 0 0 Vol Flow (LPM) 92.46 1.11 93.57 1.85 95.42 95.42 Mass Flow (ton/h) 4.715 0.069 4.772 0.111 4.866 4.866 Molar Flow (kmol/h) 28.015 0.198 28.351 0.659 28.872 28.872 Flows (kmol/h) Diesel 28.015 0 28.015 0 28.015 0 S1 0 0.198 0.198 0 0.198 0 S2 0 0 0 0.659 0.659 0 Next Diesel 0 0 0 0 0 28.872

TABLE-US-00008 Viscosities Miu Diesel 5 cP Miu S1 2200 cP Miu S2 0.89 cP Conv L/G 0.264172

[0057] Engine Tests Using the Improved Diesel of the Present Invention

[0058] The test methods in engines are FTP (Federal Test Protocol) administered and endorsed by EPA. Tests were run in steady state (Steady State) and transient cycles (Transient).

Test 1

Navistar

[0059] Model Year: 2016 N13 [0060] Emissions Compliance: 2010 [0061] Displacement, liter: 12.4 [0062] Power Rating: 475 hp at 1700 rpm [0063] Exhaust Gas Recirculation (EGR) [0064] HPCR fuel system

Base Engine Representative of Current Production in US and Europe

Steady-State Testing

[0065] 1700 rpm and 50% load [0066] 33% soot reduction with Next Fuel
Please refer to graph of FIG. 2

Transient Tests

[0067] FTP testing demonstrated: [0068] 14% less soot [0069] 8.6% less NOX
Please refer to graph of FIG. 3

Test 2

[0070] DD series 60 [0071] Model Year: 1998 Series 60 [0072] Emissions Compliance: 1998 [0073] Displacement, liter: 14.0 [0074] Power Rating: 450 hp at 1800 rpm [0075] No EGR [0076] No aftertreatment [0077] Unit injectors

Representative of Legacy Fleet Inventory

Steady-State Testing 1

[0078] 1800 rpm and 25% load [0079] 34% soot reduction with Next Fuel [0080] NO.sub.X and fuel consumption unchanged
Please refer to graph of FIG. 4

Steady-State Testing 2

[0081] 1200 rpm and 100% load [0082] 26% soot reduction with Next Fuel [0083] NO.sub.x and fuel consumption unchanged
Please refer to graph of FIG. 5

Transient Tests

[0084] FTP testing demonstrated: [0085] NOX and fuel consumption unchanged [0086] 29% soot reduction
Please refer to graph of FIG. 6

[0087] Analysis of Untreated Regular Diesel Carried Out by Chevron Phillips

TABLE-US-00009 TESTS RESULTS SPECIFICATIONS METHOD Specific Gravity, 60/60° F. 0.8458  0.840-0.8524 ASTM D-4052 API Gravity 35.8 34.5-37.0 ASTM D-1250 Sulfur, PPM 10.7  7-15 ASTM D-5453 Corrosion, 3-hrs @ 50° C. 1A   1 Max ASTM D-130 Flash Point, ° F. 144 130 Min ASTM D-93 Pour Point, ° F. −10   0 Max ASTM D-97 Cloud Point, ° F. −2 Report ASTM D-2500 Viscosity@40 c, cSt 2.3 2.0-2.6 ASTM D-445 Particulate matter, mg/l 0.0 Report ASTM D-6217 Total Acid Number, mg KOH/g 0.001 0.05 Max ASTM D-974 Strong Acid No. 0.0 0 Max ASTM D-974 Ash, wt % <0.001 0.005 Max  ASTM D-482 istillation ASTM D-86-G4 IBP 336 Report  5% 376 Report 10% 393 Report 20% 416 Report 30% 441 Report 40% 463 Report 50% 483 Report 60% 504 Report 70% 526 Report 80% 552 Report 90% 588 560-630 95% 619 Report EP 654 Report Loss 0.3 Report Residue 1.3 Report Cetane Number 44 43-47 ASTM D-613 Cetane Index 44.7 Report ASTM D-976 Oxidation Stability, mg/100 ml 0.1  1.5 Max ASTM D-2274 HFRR Lubricity, mm 0.65 Report ASTM D-6079 Water & Sediment, vol % <0.01 0.05 Max ASTM D-2709 Carbon Residue on 10% Bottoms 0.06 0.35 Max ASTM D-524 Carbon, wt % 86.9 Report Calculated Hydrogen, wt % 13.1 Report ASTM D-3343 Net Heat of Combustion, BTU/lb 18,426 Report ASTM D-3338 Polynuclear Aromatics, wt % 9.2 Report ASTM D-5186 SFC Aromatics, wt % 31.5 Report ASTM D-5186 Cold Filter Plugging Point, ° F. −2 Report ASTM D-6371

Lot Number: 19FPDST01

[0088] Analysis of the Improved Diesel of the Present Invention (Next Diesel) Carried Out by Southwest Research Institute

TABLE-US-00010 Next-Diesel- Next-Diesel- ASTMD-130 Copper Strip @ 50° C., 3 #1 1a #2 1a hrs. ASTM D-1319 Hydrocarbon Types Attached Attached ASTM D-2500 Cloud Point, ° C. −10 * ASTM D-2622 Sulfur, mass % 0.001 0.001 ASTM D-2709 Water and Sediment Test, <0.005 0.05 volume % ASTM D-445 Viscosity @ 40° C., cSt 2.66 2.65 ASTM D-482 Ash, mass % <0.001 <0.001 Test sample, mass g 100.5221 100.0337 ASTM D-6079 Lubricity (HFFR) Attached Attached ASTM D-613 Cetane Number 46 43.4 ASTM D-86 Distillation Test, ° C. Attached Attached ASTM D-93 Flash Point, ° C. 65 69 (* Unable to run. Sample already cloudy)

Next-Diesel-#1

ASTM D1319 Hydrocarbon Types by Fluorescent Indicator Adsorption

[0089]

TABLE-US-00011 Saturate Content, % volume 67.1 Aromatic Content, % volume 30.5 Olefin Content, % volume 2.4

D6079 High-Frequency Reciprocating Rig

[0090]

TABLE-US-00012 Fuel Temperature, ° C. 60 Wear Scar Major Axis, mm 0.28 Wear Scar Minor Axis, mm 0.20 Wear Scar Diameter, microns 240 Description of Wear Scar Evenly Abraded Oval

ASTM D86 Distillation of Petroleum Products at Atmospheric Pressure

[0091]

TABLE-US-00013 Pressure Corrected % Volume % Volume Evaporated ° C. Recovered ° C. IBP 95.6 IBP 95.4  5 186.1 5 196.4 10 208.3 10 210.8 15 217.8 15 217.8 20 223.3 20 225.3 30 233.9 30 236.9 40 243.3 40 246.8 50 256.1 50 257.6 60 266.1 60 267.2 70 279.4 70 281.1 80 293.3 80 295.6 90 312.2 90 317.2 95 332.2 95 340.2 FBP 343.3 FBP 343.4 Recovered, % 98.0 Residue, % 0.8 Loss, % 1.2

Next-Diesel-#2

ASTM D1319 Hydrocarbon Types by Fluorescent Indicator Adsorption

[0092]

TABLE-US-00014 Saturate Content, % volume 69.8 Aromatic Content, % volume 28.6 Olefin Content, % volume 1.6

D6079 High-Frequency Reciprocating Rig

[0093]

TABLE-US-00015 Fuel Temperature, ° C. 60 Wear Scar Major Axis, mm 0.26 Wear Scar Minor Axis, mm 0.19 Wear Scar Diameter, microns 230 Description of Wear Scar Evenly Abraded Oval

ASTM D86 Distillation of Petroleum Products at Atmospheric Pressure

[0094]

TABLE-US-00016 Pressure Corrected % Volume % Volume Evaporated ° C. Recovered ° C. IBP 96.7 IBP 96.6  5 186.7 5 189.7 10 206.7 10 207.4 15 211.7 15 211.8 20 210.6 20 210.3 30 213.9 30 215.3 40 232.2 40 232.8 50 246.7 50 247.2 60 258.9 60 259.3 70 272.2 70 272.5 80 287.8 80 288.5 90 308.9 90 309.9 95 327.8 95 330.1 FBP 339.4 FBP 339.6 Recovered, % 98.3 Residue, % 1.3 Loss, % 0.4