Tag Archives: Additives

Petrol: Additives and Coefficient-Factor

Petroleum blending, ,

Gasoline is one of the most expensive sources of energy.  The process of its production is very complicated and includes primary and secondary stages of oil processing at refineries as well as the introduction of various additives.

In practical terms, oil refineries use such additives as MTBE (Methyl tert-butyl ether) and ETBE (Ethyl tert-butyl ether) to obtain gasoline with defined characteristics.  In general, additives constitute not more than 8 to 10% of the total amount of substances in gasoline.  Of course, the price of the finished product is heavily influenced by the price of the additives.

It is therefore, oil refineries, as well as traders, that find it very important to price the additives in a proper way.  Nowadays, the coefficient-factor helps to indicate the price ratio index ‘additive-petrol’ and reflects a correlation among the petrol components that is of great practical value.  Table 1 shows the coefficient-factors as of August-November 2010.

Table 1

The coefficient-factors as of August-November 2010

No.

Date

10 ppm

MTBE

Coefficient-factor

ETBE

Coefficient-factor

1

27/08/10

690.0

765.0

1.1

979.0

1.42
2

15/09/2010

728.0

857.0

1.18

1070.0

1.47
3

12/10/2010

790.0

890.0

1.13

1090.0

1.38
4

09/11/2010

784.0

875.0

1.12

991.0

1.26

Mainly, the MTBE price has been determined by the 10 ppm petrol price as of August-November 2010.  In this case, the coefficient-factor was stable though it was low (1.1-1.18).  It is therefore, the import of MTBE from the Persian Gulf countries that has been reduced.  Such additives as ETBE was characterised by sufficiently high European prices (1070-1090 dollars per ton).  It was due to the fact that the price for ethanol in Europe was very high.  Additionally, there was an increase in ETBE consumption in countries of the European Union as compared with MTBE in accordance with the Directive 2009/28/EC.  Table 2 shows the European prices for fuels as of August-November 2010.

Table 2

Fuel prices NWE ARA

No.

Name

27/08/10

15/09/10

12/10/10

09/11/10

1

Brent

75.02

79.16

83.70

88.46

2

Gasoline 10 ppm

690.0

728.0

790.0

784.0

3

MTBE

765.0

857.0

890.0

875.0

4

Methаnоl T1

290.0

359.0

387.0

387.0

5

ETBE

979.0

1070.0

1090.0

991.0

6

Methаnоl T1

756.0

805.0

827.0

846.0

7

Ethanol T2

979.0

1030.0

1067.0

1085.0

The cost of raw material, used to produce ethers is considered to be the most important factor that determines the price of additives.  Approximately 50 % of the ETBE is accounted for fuel ethanol.  MTBE contains 33% methanol.

Table 3 shows prices for petrol and ethanol all over the world as of November 23, 2010.

Table 3

The prices for ethanol and gasoline in the world (November 23, 2010), $

Ethanol (T2) (Rotterdam)

Ethanol (Brazil)

Ethanol (the USA)

Ethanol (Ukraine)

Gasoline Regular (the USA)

Gasoline A-95 (Russia)

Gasoline Super 95 10 ppm (Germany)

0.82

0.69

0.55

0.81

0.75

0.64

 1.96

As the table shows, the cheapest gasoline was in Russia and the most expensive – in Germany.  In the USA, ethanol was the cheapest when in Ukraine and Rotterdam it was considered to be the most expensive.

Fuel and oil additives

Fuel blending, ,

Additives, especially cleaning additives and ones of unknown makes, are not to be overdone in winter. A cleaning additives can dislodge all sediment from the tanks and fuel line and cause fuel pump contamination. The filter might not be able to protect the pump. The result is usually costly repairs of the pump and/or the engine. A good thing to have in winter is anti-gel. Add it to fuel as instructed in the manual and all the way to fuel cloud point, after which the additive loses its efficiency, although good diesel fuel should not form too much gel at moderate low temperatures (about -10… -15°С). It is best not to fill the tank full with fuel of known or doubtful fuel, the optimum being 10 – 15 liters, which is enough for 200 – 400 km, so as to expend the low quality fuel faster.

A recommended additive is REDEX molybdenum additive. First, the molybdenum compounds in this additive create a thin molecular protective layer on friction parts in the motor, reducing wear and friction. Second, these compounds heal micro cracks and tiny surface dents. It lasts long, i.e. the protective layer is not washed away when oil is changed. In practice this additive manifests itself by significant noise reduction of the motor and better fuel economy.

It is also advisable to occasionally add some of the so called conditioners, i.e. additives improving fuel performance. Producers usually claim their product has magical qualities, such as water binding, cetane number increase, fuel consumption reduction etc.

Try to get all additives and fuel from one company. Although generally compatible, mixing additives from different manufacturers is not a good idea. Neither are experiments with additives to increase compression when ring change is in order. It is impossible to really help the engine, while damaging it is quite so.

Improvement of diesel fuel and heavy fuel oil

Diesel blending, , , , , , ,

Diesel fuel is a petrochemical product resulting from distilling of oil. The grade of diesel fuel depends on the composition and proportions of the blend. Summer, winter and arctic diesel fuels are produced from oil; these differ in temperature range, content of paraffin and price.

Each type of diesel fuel must contain a certain quantity of sulfur and sulfuric compounds. If the quantities are above the regulated norms, fuel is purified. Fuel purification is done in one of the three main methods.

Filtration

Filtration of diesel fuel allows to prevent dust and debris from entering the vehicle’s fuel tank. Filtration coefficient determines the quantity of various contaminants, additives and paraffin. It is determined by passing 20 ml of fuel through a filter and then estimating filter contamination. This coefficient must not exceed 3.0, with 2.0 at most for high grade fuel. It is essential to select a universal filter, which will stop not only contaminants and paraffin, but also water. Such filter must be observed during operation, since when the filter is filled with water, it will cease to let fuel through, which will cause unpurified fuel to enter the engine and possibly damage it.

Separation

Similar to filtration, this method is considered more reliable. If diesel fuel, the cost of which has been increasing, is highly contaminated, regular filters are of no use. Separators purify fuel regardless of the quantity of contaminants. The principle of separator operation is separation of water and contaminants from the fuel and their sedimentation at the bottom of the separator. A separator, unlike a filter, has a longer service life. If maintained correctly and cleaned out from time to time, the separator is a reliable means of purification. Separators are economically viable, especially for wholesale diesel fuel purification, e.g. at large facilities.

Additives

This last method, with a totally different application, are the additives. While separation and filtration purify diesel and HFO wholesale, additives change the properties of the fuel chemically. However, caution is in order: incorrect selection of additives may lead to unfavorable results.

To increase low temperature properties of HFO, depressor additives, synthesized from ethylene and vinylacetate copolymer base.

Despite the use of filters, separators and various additives, engines, especially older models, often become clogged. Detergent additives are aimed at this problem specifically. They remove sediment, which is composed of carbon deposits and varnish. Detergent additives solve this problem, increasing engine power and reducing fuel consumption.

Purchasing and purification of diesel fuel wholesale allows to stockpile several months worth of fuel supply, which is especially profitable considering that diesel fuel prices are on the rise, as well as those for HFO.