We might be the only ones, but we're actually upbeat about the introduction of Ultra Low Sulfur Fuel. Maybe not immediately, but eventually, the new fuel will enable a new era of diesel performance.
That does not mean the transformation will be easy, or convenient, or without risk.
Here in California, Ultra Low Sulfur Diesel (ULSD) fuel is supposed to arrive by September 1. By 2010, it will be the only fuel available.
This will be the fuel owners of 2007 and newer diesels will have to use if they want to keep their warranties intact. Use of unapproved mixtures, including some blends of biodiesel, might become a problem akin to using leaded gas in a vehicle that requires unleaded. Everything runs alright, but your emissions system gets hammered. No doubt, ULSD will take some getting used to.
For example, only ultra low sulfur kerosene (#1 diesel with less than 15ppm sulfur) can be blended with ULSD fuel to improve cold weather performance. "With so many kerosene formulations on the market, care must be taken to select kerosene with a maximum of 15 ppm sulfur," which sounds a bit tricky to us.
Biodiesel is another unknown. Most manufacturers already approve of B2, B5 and in some cases, B20 biodiesel blends. This will probably continue. But they are wary of any blends that are not manufactured according to strict standards, and wary of blends that use a little bit of this and a little bit of that.
"To ensure proper quality, consumers should use only biodiesel-ULSD blends that are properly mixed by a qualified biodiesel blender. Consumers should not create their own biodiesel blends by adding biodiesel to ULSD fuel in a vehicle's fuel tank"
That sounded pretty iffy to us, especially for those who are into converting used vegetable oil and using it as a flex-fuel option. So we called an organization named the Clean Diesel Fuel Alliance, which lead us to API spokesman Al Mannato.
"We've all seen peanut oil in a converted Mercedes and it runs fine - with ULSD in new engines, that's not going to work," he advised. That said, he admitted that the reasons engine manufacturers shy away from B100, or any blend sweeter than B20, is that, "B100 represents a fuel they haven't tested." Plus the fact that, "not everybody is good at chemistry. Even if B100 turns out to be benign, if people are making their own and not doing it right, there is a likelihood that they will damage their vehicle." This doesn't sound much different than the current situation to us, in which manufacturers already say they do not warranty fuel. However, with ULSD fuel, there will be an additional challenge. "Biodiesel is a mixed bag. The lubricity characteristics are certainly a plus," Mannato says, "but there is a NOx issue, and NOx is the problem for diesel emissions." So it could be that B100 will not immediately be compatible with the newest emissions contraptions... we'll have to wait and see. We have a feeling that if consumers want to run B100, and if states like Minnesota choose to mandate B100 at the pump, the proper testing will get done.
Sounds a bit dismal....more cost, less mileage, more complexity and the risk of voiding the warranty. So what are we getting out of this? Actually, there is an upside. It is ULSD fuel that enables new performance potential for diesels.
"The performance is fantastic" says Tom Purves, chief executive of BMW North America, speaking of a 2007 model vehicle. "We can't bring the cars in until the fuel (ULSD) is there, which it will be next year. "
Moreover, companies like Ford, Cummins, Mercedes, VW, GM, International, all the major players, are developing new engines that produce more power, get better mileage, and run clean. The transformation will be not unlike the change in gas-powered engine technology that started with the introduction of unleaded fuel in 1980. Compare a current fuel-injected Mustang V-8 to the original carbureted power plants from 1964, and you begin to get the idea.
Some say that these engines will be too complex to hot rod, and too touchy to alter. That's not what we hear. When there are more diesels sold, economies of scale are created for aftermarket manufacturers. It becomes more attractive to make parts, so there will be more performance parts, not fewer.
Bottom line is, the world of diesel is about to get a whole lot bigger and more attractive. And ultra low sulfur fuel is the first step.
