distolie fuel

HI all

i was just wondering i have a old case tractor and i hear it will run better on distolie fuel but as wwe no it cant be bought was wondering if any one wood now what the mix og gas and desiel wood be thanks for your time

sam

There's a few recipes around for making "distillate" fuel, but NO WAY will your engine run BETTER on it than on good gasoline.

Originally distillate was a rough blend taken from the distillation tower before the days of cat cracking.
It was similar what is still sold and ued today in 3rd world countries as JET B. That's everything from low octane gasoline, kerosene and light fuel oil blended together.
Post WWII "distillate" is kerosene. Today one of the simplest and cleanest sources of economical kerosene in going to the airport to get a jug of JET A.
Something I noticed in the US is the common sight of kerosene pumps at gas stations. Very rare to see kerosene pumps here except in some remote northern towns. Even though it's a non road taxed fuel, the price is higher than #2 highway diesel.

The kerosine pumps are for all the portable, both in house and shop heaters

Sam,
Your tractor WILL NOT run better on distillate fuel. Any grade
of gasoline now is a better cleaner burning fuel. There is a
special procedure for starting/stopping on distillate, the engine
has to run hotter, the oil needs to be changed more frequently,
in the 50+ yrs since the tractor was new it may have been rebuilt
with higher compression components and thus not able to run
distillate.

Jet B is still used in cold weather areas. Canada and Alaska being two of them.

Well yes, I know the kerosene pumps are for small portable heaters for homes, shops and construction sites. The absence of all fuel tractors lined up to be filled was a clue..............."roll eyes".
What I was talking about is that in the US these kerosene pumps are common. Up here they are a virtual unknown. The little dab of kerosene used here is purchased here in 1,2-1/2 or 5 gallon containers.

Jet A is for cold weather countries. Jet B is found in warm weather 3rd world countries.
Jet A not jet B is sold in Canada at the airports.

Sorry but you're wrong this time. Better check your facts. Jet A (JP5)is kerosene with additives. Good for temps down to about minus 28C. Jet B (JP4)is what you use next when it gets colder. US Military now uses JP8 but that's another story. (48 years in the flying business)

Sorry but you're wrong this time. Better check your facts. Jet A (JP5)is kerosene with additives. Good for temps down to about minus 28C. Jet B (JP4)is what you use next when it gets colder. US Military now uses JP8 but that's another story. (48 years in the flying business)

Ok I stand corrected about the cold weather useage of Jet B but I was correct about the white gasoline content in the stuff.

Shell.com Shell Websites




Today"s kerosine jet fuels have been developed from the illuminating kerosine used in the early gas turbine engines. These engines needed a fuel with good combustion characteristics and a high energy content. The kerosine type fuels used in civil aviation nowadays are mainly JET A-1 and Jet A. The latter has a higher freezing point (maximum minus 40 degrees C instead of maximum minus 47 degrees C) and is available only in North America.



Summary of Jet Fuel Grades

Jet A-1

Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It has a flash point minimum of 38 degrees C (100°F) and a freeze point maximum of -47 degrees C. It is widely available outside the U.S.A. The main specifications for Jet A-1 grade (see below) are the UK specification DEF STAN 91-91 (Jet A-1) Nato code F-35, (formerly DERD 2494) and the ASTM specification D1655 (Jet A-1).






Jet A

Jet A is a kerosine grade fuel, normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification.



Jet B

Jet B is a distillate covering the naphtha and kerosine fractions. It can be used as an alternative to Jet A-1 but because it is more difficult to handle (higher flammability), there is only significant demand in very cold climates where its better cold weather performance is important. ASTM have a specification for Jet B but in Canada it is supplied against the Canadian Specification CAN/CGSB 3.23



TS-1

TS-1 is the main jet fuel grade available in Russian and CIS states. It is a kerosine type fuel with slightly higher volatility (flash point is 28C minimum) and lower freeze point (<-50C) compared to Jet A-1.



American Civil Jet Fuels

The basic civil jet fuel specification used in the United States of America is ASTM Specification for Aviation Turbine Fuels D 1655, which defines the requirements for three grades of fuel:-





Jet A, a kerosine type fuel having a maximum freeze point of -40 degrees C. Jet A-1, a kerosine type fuel, identical with Jet A but with a maximum freeze point of 47 degrees C. Jet B, a wide-cut type fuel.



Jet A is used within the United States by domestic and international airlines.



Jet B is rarely available nowadays except in parts of northern Canada where its lower freeze point and higher volatility is an advantage for handling and cold starting.



UK Jet Fuels

Although developed basically as a military jet fuel, D. Eng RD 2494, issued by the Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now renamed as DEF STAN 91-91 and defines the requirements for a kerosine type fuel (Jet A-1 grade) having a maximum freeze point of -47 degrees C.



Jet A-1 according to the DEF STAN 91-91 specification is very similar to Jet A-1 defined by the ASTM D 1655 except for a small number of areas where DEF STAN 91-91 is more stringent.



Former Soviet Union and East European Jet Fuels

Soviet kerosine type jet fuels are covered by a wide range of specification grades reflecting different crude sources and processing treatments used. The grade designation is T-1 to T-8, TS-1 or RT. The grades are covered either by a State Standard (GOST) number, or a Technical Condition (TU) number. The limiting property values, detailed fuel composition and test methods differ quite considerably in some cases from the Western equivalents.



The principle grade available in Russia (and members of the CIS) is TS-1.



The main differences in characteristics are that Soviet fuels have a low freeze point (equivalent to about -57 degrees C by Western test methods) but also a low flash point (a minimum of 28 degrees C compared with 38 degrees C for Western fuel). RT fuel (written as PT in Russian script) is the superior grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade) is considered to be on a par with Western Jet A-1 and is approved by most aircraft manufacturers.



Eastern European countries have their own national standards with their own nomenclature. Many are very similar to the Russian standards but others reflect the requirements of visiting international airlines and are similar to Western Jet A-1 in properties and test methods.



Chinese Jet Fuels

Five types of jet fuel are covered by current Chinese specifications. Previously, each grade was numbered with a prefix RP, they are now renamed No 1 Jet Fuel, No 2 Jet Fuel etc. RP-I and RP-2 are kerosines which are similar to Soviet TS-1. They both have low flash point (minimum 28 degrees C). RP-1 freeze point is -60 degrees C and RP-2 is -50 degrees C. RP-3 is basically as Western Jet A-1, produced as an export grade. RP-4 is a wide-cut type fuel similar to Western Jet B and Soviet T-2. RP-5 is a high flash point kerosine similar to that used in the West by naval aircrafl operating on aircraft carriers. Virtually all jet fuel produced in China is now RP-3 (renamed No 3 Jet Fuel).



International Specifications - AFQRJOS Checklist

As jet fuel supply arrangements have become more complex, involving co-mingling of product in joint storage facilities, a number of fuel suppliers developed a document which became known as the Aviation Fuel Quality Requirements for Jointly Operated Systems, or AFQRJOS, Check List. The Check List represents the most stringent requirements of the DEF STAN and ASTM specifications for JET A-1. By definition, any product meeting Check List requirements will also meet either DEF STAN or ASTM specifications.



Fuel delivered to the Check List embodies the most stringent requirements of the following specifications: -



(a) DEF STAN 91-91



(b) ASTM D1655 Kerosine Type Jet A-1,



The Check List is recognised by eight of the major aviation fuel suppliers - Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and Total - as the basis of their international supply of virtually all civil aviation fuels outside North America and former Soviet Union.



Other National Civil Jet Fuel Specifications

There are many individual national specifications. Typcially, these are based on the US, UK or former Soviet specifications with minor differences. There are increasing moves to harmonise the small differences between the ASTM and DEF STAN specifications. This process of harmonisation is also in progress with many national specifications.

I hate to be argumentative, but your all-fuel tractor WILL run better on an octane-enhanced kerosine type fuel than ever it will on gasoline! This is because it was DESIGNED to run on such fuel and the engine settings all suit the low grade stuff far better than they do gasoline. Believe me, I know what I am talking about on this - I collect antique tractors and spent many years as ceo of an oil company. Original "distillate" tractor fuel (or TVO in the UK) was made by adding back to ordinary kerosine the high octane (but smokey!) aromatic fractions which had been stripped out during lamp oil manufacture. This raised the octane number of kerosine from about 25 to as much as 65 in some brands of TVO. Nowadays TVO or "tractor fuel" is no longer commercially available, but you can raise the octane of ordinary kerosine sufficiently to make a good substitute, by adding about 15% of high octane gasoline to your kerosine. Start the tractor on gasoline and turn over to the gas/kero mix when the engine is warm, adjust the mixture to suit the fuel and then enjoy finding out how well an old tractor will run when it gets the type of fuel for which it was designed!