This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: D975 − 24a

Standard Specification for

Diesel Fuel1
This standard is issued under the fixed designation D975; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.

1. Scope* NOTE 1—A more detailed description of the grades of diesel fuels is
given in X1.2.
1.1 This specification covers seven grades of diesel fuel NOTE 2—The Sxxx designation has been adopted to distinguish grades
suitable for various types of diesel engines. These grades are by sulfur rather than using words such as “Low Sulfur” as previously
described as follows: because the number of sulfur grades is growing and the word descriptions
were thought to be not precise. S5000 grades correspond to the so-called
1.1.1 Grade No. 1-D S15—A special-purpose, light middle “regular” sulfur grades, the previous No. 1-D and No. 2-D. S500 grades
distillate fuel for use in diesel engine applications requiring a correspond to the previous “Low Sulfur” grades. S15 grades were not in
fuel with 15 ppm sulfur (maximum) and higher volatility than the previous grade system and are commonly referred to as “Ultra-Low
that provided by Grade No. 2-D S15 fuel.2 Sulfur” grades or ULSD.
1.1.2 Grade No. 1-D S500—A special-purpose, light middle 1.2 This specification, unless otherwise provided by agree-
distillate fuel for use in diesel engine applications requiring a ment between the purchaser and the supplier, prescribes the
fuel with 500 ppm sulfur (maximum) and higher volatility than required properties of diesel fuels at the time and place of
that provided by Grade No. 2-D S500 fuel.2 delivery.
1.1.3 Grade No. 1-D S5000—A special-purpose, light 1.2.1 Nothing in this specification shall preclude observance
middle distillate fuel for use in diesel engine applications of federal, state, or local regulations which can be more
requiring a fuel with 5000 ppm sulfur (maximum) and higher restrictive.
volatility than that provided by Grade No. 2-D S5000 fuels.
NOTE 3—The generation and dissipation of static electricity can create
1.1.4 Grade No. 2-D S15—A general purpose, middle dis- problems in the handling of distillate diesel fuels. For more information on
tillate fuel for use in diesel engine applications requiring a fuel the subject, see Guide D4865.
with 15 ppm sulfur (maximum). It is especially suitable for use
in applications with conditions of varying speed and load.2 1.3 The values stated in SI units are to be regarded as
standard. No other units of measurement are included in this
1.1.5 Grade No. 2-D S500—A general-purpose, middle
standard.
distillate fuel for use in diesel engine applications requiring a
fuel with 500 ppm sulfur (maximum). It is especially suitable 1.4 This international standard was developed in accor-
for use in applications with conditions of varying speed and dance with internationally recognized principles on standard-
load.2 ization established in the Decision on Principles for the
1.1.6 Grade No. 2-D S5000—A general-purpose, middle Development of International Standards, Guides and Recom-
distillate fuel for use in diesel engine applications requiring a mendations issued by the World Trade Organization Technical
fuel with 5000 ppm sulfur (maximum), especially in conditions Barriers to Trade (TBT) Committee.
of varying speed and load.
1.1.7 Grade No. 4-D—A heavy distillate fuel, or a blend of 2. Referenced Documents
distillate and residual oil, for use in low- and medium-speed 2.1 ASTM Standards:3
diesel engines in applications involving predominantly con- D56 Test Method for Flash Point by Tag Closed Cup Tester
stant speed and load. D86 Test Method for Distillation of Petroleum Products and
Liquid Fuels at Atmospheric Pressure
D93 Test Methods for Flash Point by Pensky-Martens
1
This specification is under the jurisdiction of ASTM Committee D02 on Closed Cup Tester
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Subcommittee D02.E0 on Burner, Diesel and Non-Aviation Gas Turbine Fuels.
Current edition approved Aug. 1, 2024. Published August 2024. Originally
3
approved in 1948. Last previous edition approved in 2024 as D975 – 24. DOI: For referenced ASTM standards, visit the ASTM website, www.astm.org, or
10.1520/D0975-24A. contact ASTM Customer Service at www.astm.org/contact. For Annual Book of
2
This fuel complies with 40 CFR Part 1090 – Regulation of Fuels, Fuel ASTM Standards volume information, refer to the standard’s Document Summary
Additives, and Regulated Blendstocks; effective January 1, 2021. page on the ASTM website.

*A Summary of Changes section appears at the end of this standard

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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D129 Test Method for Sulfur in Petroleum Products (Gen- Low-Temperature Flow Test (LTFT)
eral High Pressure Decomposition Device Method) (With- D4737 Test Method for Calculated Cetane Index by Four
drawn 2023)4 Variable Equation
D130 Test Method for Corrosiveness to Copper from Petro- D4865 Guide for Generation and Dissipation of Static Elec-
leum Products by Copper Strip Test tricity in Petroleum Fuel Systems
D445 Test Method for Kinematic Viscosity of Transparent D5186 Test Method for Determination of the Aromatic
and Opaque Liquids (and Calculation of Dynamic Viscos- Content and Polynuclear Aromatic Content of Diesel
ity) Fuels By Supercritical Fluid Chromatography
D482 Test Method for Ash from Petroleum Products D5304 Test Method for Assessing Middle Distillate Fuel
D524 Test Method for Ramsbottom Carbon Residue of
Storage Stability by Oxygen Overpressure
Petroleum Products
D5453 Test Method for Determination of Total Sulfur in
D613 Test Method for Cetane Number of Diesel Fuel Oil
D976 Test Method for Calculated Cetane Index of Distillate Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
Fuels Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
D1266 Test Method for Sulfur in Petroleum Products (Lamp D5771 Test Method for Cloud Point of Petroleum Products
Method) and Liquid Fuels (Optical Detection Stepped Cooling
D1319 Test Method for Hydrocarbon Types in Liquid Petro- Method)
leum Products by Fluorescent Indicator Adsorption D5772 Test Method for Cloud Point of Petroleum Products
D1552 Test Method for Sulfur in Petroleum Products by and Liquid Fuels (Linear Cooling Rate Method)
High Temperature Combustion and Infrared (IR) Detec- D5773 Test Method for Cloud Point of Petroleum Products
tion or Thermal Conductivity Detection (TCD) and Liquid Fuels (Constant Cooling Rate Method)
D1796 Test Method for Water and Sediment in Fuel Oils by D5842 Practice for Sampling and Handling of Fuels for
the Centrifuge Method (Laboratory Procedure) Volatility Measurement
D2274 Test Method for Oxidation Stability of Distillate Fuel D5854 Practice for Mixing and Handling of Liquid Samples
Oil (Accelerated Method) of Petroleum and Petroleum Products
D2500 Test Method for Cloud Point of Petroleum Products D6078 Test Method for Evaluating Lubricity of Diesel Fuels
and Liquid Fuels by the Scuffing Load Ball-on-Cylinder Lubricity Evalua-
D2622 Test Method for Sulfur in Petroleum Products by tor (SLBOCLE) (Withdrawn 2021)4
Wavelength Dispersive X-ray Fluorescence Spectrometry D6079 Test Method for Evaluating Lubricity of Diesel Fuels
D2624 Test Methods for Electrical Conductivity of Aviation
by the High-Frequency Reciprocating Rig (HFRR)
and Distillate Fuels
D6217 Test Method for Particulate Contamination in Middle
D2709 Test Method for Water and Sediment in Middle
Distillate Fuels by Laboratory Filtration
Distillate Fuels by Centrifuge
D2880 Specification for Gas Turbine Fuel Oils D6304 Test Method for Determination of Water in Petro-
D2887 Test Method for Boiling Range Distribution of Pe- leum Products, Lubricating Oils, and Additives by Cou-
troleum Fractions by Gas Chromatography lometric Karl Fischer Titration
D3120 Test Method for Trace Quantities of Sulfur in Light D6371 Test Method for Cold Filter Plugging Point of Diesel
Liquid Petroleum Hydrocarbons by Oxidative Microcou- and Heating Fuels
lometry D6468 Test Method for High Temperature Stability of
D3828 Test Methods for Flash Point by Small Scale Closed Middle Distillate Fuels
Cup Tester D6469 Guide for Microbial Contamination in Fuels and Fuel
D4057 Practice for Manual Sampling of Petroleum and Systems
Petroleum Products D6751 Specification for Biodiesel Fuel Blendstock (B100)
D4176 Test Method for Free Water and Particulate Contami- for Middle Distillate Fuels
nation in Distillate Fuels (Visual Inspection Procedures) D6890 Test Method for Determination of Ignition Delay and
D4177 Practice for Automatic Sampling of Petroleum and Derived Cetane Number (DCN) of Diesel Fuel Oils by
Petroleum Products Combustion in a Constant Volume Chamber
D4294 Test Method for Sulfur in Petroleum and Petroleum D6898 Test Method for Evaluating Diesel Fuel Lubricity by
Products by Energy Dispersive X-ray Fluorescence Spec- an Injection Pump Rig (Withdrawn 2021)4
trometry
D7039 Test Method for Sulfur in Gasoline, Diesel Fuel, Jet
D4306 Practice for Aviation Fuel Sample Containers for
Fuel, Kerosine, Biodiesel, Biodiesel Blends, and
Tests Affected by Trace Contamination
Gasoline-Ethanol Blends by Monochromatic Wavelength
D4308 Test Method for Electrical Conductivity of Liquid
Hydrocarbons by Precision Meter Dispersive X-ray Fluorescence Spectrometry
D4539 Test Method for Filterability of Diesel Fuels by D7042 Test Method for Dynamic Viscosity and Density of
Liquids by Stabinger Viscometer (and the Calculation of
Kinematic Viscosity)
4
The last approved version of this historical standard is referenced on D7094 Test Method for Flash Point by Modified Continu-
www.astm.org. ously Closed Cup (MCCCFP) Tester

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 D975 − 24a
D7220 Test Method for Sulfur in Automotive, Heating, and API RP 2003 Protection Against Ignitions Arising Out of
Jet Fuels by Monochromatic Energy Dispersive X-ray Static, Lightning, and Stray Currents6
Fluorescence Spectrometry EN 14078 Liquid petroleum products—Determination of
D7321 Test Method for Particulate Contamination of Bio- fatty acid methyl esters (FAME) in middle distillates—
diesel B100 Blend Stock Biodiesel Esters and Biodiesel Infrared spectroscopy method7
Blends by Laboratory Filtration EN 15751 Automotive fuels—Fatty acid methyl ester
D7344 Test Method for Distillation of Petroleum Products (FAME) fuel and blends with diesel fuel—Determination
and Liquid Fuels at Atmospheric Pressure (Mini Method) of oxidation stability by accelerated oxidation method7
D7345 Test Method for Distillation of Petroleum Products IP 156 Determination of hydrocarbon types in petroleum
and Liquid Fuels at Atmospheric Pressure (Micro Distil- products—Fluorescent indicator adsorption method8
lation Method) ISO 4406 Hydraulic fluid power—Fluids—Method for cod-
D7371 Test Method for Determination of Biodiesel (Fatty ing the level of contamination by solid particles6
Acid Methyl Esters) Content in Diesel Fuel Oil Using Mid ISO 16889 Hydraulic fluid power—Filters—Multi-pass
method for evaluating filtration performance of a filter
Infrared Spectroscopy (FTIR-ATR-PLS Method)
element6
D7467 Specification for Diesel Fuel Oil, Biodiesel Blend
(B6 to B20)
3. Terminology
D7545 Test Method for Oxidation Stability of Middle Dis-
tillate Fuels—Rapid Small Scale Oxidation Test (RSSOT) 3.1 Definitions:
D7619 Test Method for Sizing and Counting Particles in 3.1.1 additive, n—in diesel fuels, a substance added to diesel
Light and Middle Distillate Fuels, by Automatic Particle fuel at a blend level not greater than 1 % by volume of the
Counter finished fuel.
D7668 Test Method for Determination of Derived Cetane 3.1.1.1 Discussion—Additives are generally included in fin-
Number (DCN) of Diesel Fuel Oils—Ignition Delay and ished diesel fuel to enhance performance properties (for
Combustion Delay Using a Constant Volume Combustion example, cetane number, lubricity, cold flow, etc.).
Chamber Method 3.1.1.2 Discussion—Additives that contain hydrocarbon oil
D7683 Test Method for Cloud Point of Petroleum Products blended with other substances may exclude the hydrocarbon oil
and Liquid Fuels (Small Test Jar Method) portion for determination of the volume percent of the additive
D7688 Test Method for Evaluating Lubricity of Diesel Fuels in the finished fuel.
by the High-Frequency Reciprocating Rig (HFRR) by 3.1.1.3 Discussion—Triglycerides (for example, vegetable
Visual Observation oils, animal fats, greases, and so forth) have been found to
D7689 Test Method for Cloud Point of Petroleum Products cause fouling of fuel oil burning equipment. Similar fouling is
and Liquid Fuels (Mini Method) expected in diesel engine applications and triglycerides are
D7861 Test Method for Determination of Fatty Acid Methyl therefore not allowed as additives or components of additives.
Esters (FAME) in Diesel Fuel by Linear Variable Filter 3.1.2 alternative blendstock, n—in diesel fuels and fuel oils,
(LVF) Array Based Mid-Infrared Spectroscopy a non-hydrocarbon oil substance added to diesel fuel and fuel
D7945 Test Method for Determination of Dynamic Viscosity oil at blend levels greater than 1 % by volume of the finished
and Derived Kinematic Viscosity of Liquids by Constant fuel.
Pressure Viscometer 3.1.2.1 Discussion—An alternative blendstock should nor-
D8183 Test Method for Determination of Indicated Cetane mally have an industry consensus standard or an annex in this
Number (ICN) of Diesel Fuel Oils using a Constant specification that defines its physical and chemical properties.
Volume Combustion Chamber—Reference Fuels Calibra- 3.1.2.2 Discussion—See Appendix X7 for guidance regard-
tion Method ing new materials for #1-D and #2-D grades of diesel fuels.
D8148 Test Method for Spectroscopic Determination of 3.1.3 biodiesel, n—fuel comprised of mono-alkyl esters of
Haze in Fuels long chain fatty acids derived from vegetable oils or animal
E29 Practice for Using Significant Digits in Test Data to fats, designated B100.
Determine Conformance with Specifications 3.1.4 biodiesel blend (BXX), n—a homogeneous mixture of
E1064 Test Method for Water in Organic Liquids by Coulo- hydrocarbon oils and mono-alkyl esters of long chain fatty
metric Karl Fischer Titration acids.
2.2 Other Documents: 3.1.4.1 Discussion—In the abbreviation, BXX, the XX rep-
26 CFR Part 48 Manufacturers and Retailers Excise Taxes5 resents the volume percentage of biodiesel in the blend.
40 CFR Part 1090 Regulation of Fuels, Fuel Additives, and
Regulated Blendstocks5
6
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036, http://www.ansi.org.
7
Available from the National CEN members listed on the CEN website
5
Available from U.S. Government Printing Office, Superintendent of (www.cenorm.be) or from the CEN/TC 19 Secretariat (astm.@nen.nl).
8
Documents, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401 or Available from Energy Institute, 61 New Cavendish St., London, W1G 7AR,
https://ecfr.gov. U.K., http://www.energyinst.org.

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 D975 − 24a
3.1.5 diesel fuel, n—liquid specifically designed for injec- 3.1.8.2 Discussion—Examples of excluded oxygenated ma-
tion into a compression-ignition engine to provide energy. terials are alcohols, esters, ethers, and triglycerides.
3.1.5.1 Discussion—The liquid is frequently a mixture con- 3.1.8.3 Discussion—The hydrocarbon oil may be manufac-
sisting primarily of hydrocarbons. For D975 compliant diesel tured from a variety of raw materials, for example petroleum
fuels, see the section on Alternative Blendstocks for allowed (crude oil), oil sands, natural gas, coal, and biomass. Appendix
non-hydrocarbon blendstocks. X7 discusses some matters for consideration regarding the use
3.1.5.2 Discussion—A compression-ignition engine is fre- of diesel fuels from feedstocks other than petroleum.
quently called a diesel engine. In this type of engine, the
combustion reactions are initiated when the injected fuel mixes 3.1.9 S(numerical specification maximum), n—a part of the
with the hot compressed gases in the combustion zone. There grade name that states the maximum sulfur content, in ppm by
is no spark. The properties of the fuel must support the mass (mg/kg), allowed by this specification and formatted as S
requirements for compression-ignition engines. followed with no space by the numerical sulfur maximum.
3.1.5.3 Discussion—Blendstocks of varying composition 3.1.9.1 Discussion—Of the seven diesel fuel grades speci-
and additives are blended to meet the requirements of relevant fied in this standard, six have important distinguishing maxi-
specifications, operating conditions (for example, operation at mum sulfur regulatory requirements. These are Grades No. 1-D
low temperatures), and market needs. S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D
3.1.5.4 Discussion—Many diesel fuels comply with detailed S500 and No. 2-D S5000. The seventh grade, No. 4-D, is
requirements such as are found in regional or national standard distinguished from these other grades by many major proper-
specifications. Other liquid fuels are under development for ties in addition to sulfur (unregulated maximum), and therefore
future use in diesel engines and may not comply with any is not included in this designation system. Thus, Grade No. 4-D
recognized standard. does not have the designation S20000 as part of its grade name.
3.1.6 fuel contaminant, n—material not intended to be 3.1.9.2 Discussion—mg/kg is equivalent to µg/g, 1×10-4 %
present in a fuel, whether introduced during manufacture, by mass, and mass fraction 0.000001.
handling, distribution or storage, that makes the fuel less 3.1.9.3 Discussion—Most, but not all, test methods to de-
suitable for the intended use. termine sulfur content mentioned in this specification produce
3.1.6.1 Discussion—Fuel contaminants include materials in- results in units of mg/kg. Consult the test method in use to
troduced subsequent to the manufacture of fuel and fuel determine units for a particular result.
degradation products. Contaminants, which can be soluble in
the fuel or insoluble (suspended liquid droplets or solid or 3.1.10 severe use, n—use of the fuel in applications where
semisolid particles), can be the result of improper processing or engines operating under high load conditions can cause the fuel
contamination by a wide range of materials including water, to be exposed to excessive heat and pressure.
rust, airblown dust, deterioration of internal protective coatings 3.1.11 switch loading, n—of liquid fuels, the practice of
on pipes or vessels and products of fuel degradation and loading low vapor pressure product (for example, diesel fuel)
biological growth. Solid or semisolid contaminants can be into an empty or near-empty fixed or portable container that
referred to as silt or sediment. previously held a high or intermediate vapor pressure product
3.1.7 fuel-degradation products, n—those materials that are (such as gasoline or solvent) without prior compartment
formed in fuel during storage, usage, or exposure to high cleaning treatment and inert gas purging; and the reverse
temperatures and pressures. procedure where a high vapor pressure product is added to a
3.1.7.1 Discussion—Insoluble degradation products can container that previously held a low vapor pressure product.
combine with other fuel contaminants to enhance deleterious 3.1.11.1 Discussion—Since middle distillate fuels have flash
effects. Soluble degradation products (soluble gums) are less points above 38 °C, during normal distribution of these fuels,
volatile than fuel and can carbonize to form deposits due to the atmosphere above the fuels in a container such as a tanker
complex interactions and oxidation of small amounts of truck, rail car, or barge, is normally below the lower explosive
olefinic or sulfur-, oxygen-, or nitrogen-containing compounds limit, so there is low risk of fire or explosion should an
present in fuels. The formation of degradation products can be electrostatic discharge (spark) occur. However, when the pre-
catalyzed by dissolved metals, especially copper and zinc. vious load in the compartment was a volatile, flammable fuel
When dissolved copper and zinc are present it can be deacti- such as gasoline, and if some residual fuel vapor or mist
vated with metal deactivator additives. remains in the compartment, and the container has a mixture of
3.1.8 hydrocarbon oil, n—a homogeneous mixture with air and fuel vapor or mist (that is, not purged with an inert gas),
elemental composition primarily of carbon and hydrogen that then there is a risk that the atmosphere in the container being
may also contain sulfur, oxygen, or nitrogen from residual filled could be in the explosive range creating a hazard should
impurities and contaminants associated with the fuel’s raw an electrostatic discharge occur.
materials and manufacturing processes and excluding added 3.2 Definitions of Terms Specific to This Standard:
oxygenated materials.
3.2.1 bulk fuel, n—fuel in a vessel exceeding 400 L.
3.1.8.1 Discussion—Neither macro nor micro emulsions are
included in this definition since neither are homogeneous 3.2.2 long-term storage, n—storage of fuel for longer than
mixtures. 12 months after it is received by the user.

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4. Sampling, Containers, and Sample Handling 5.1.7 Viscosity—Test Method D445 and D7945 may be used
4.1 It is strongly advised to review all test methods prior to for all fuel grades in Table 1 with the same limits. Bias-
sampling to understand the importance and effects of sampling corrected values from Test Method D7042 may be used as
technique, proper containers, and special handling required for alternative results for Test Method D445 on Grades No. 1-D
each test method. and No. 2-D with the same limits. Section 15, Precision and
Bias, of Test Method D7042 contains bias-correction informa-
4.2 Correct sampling procedures are critical to obtaining a tion. In case of dispute, Test Method D445 shall be used as the
representative sample of the diesel fuel to be tested. Refer to referee method.
Appendix X2 for recommendations. The recommended proce- 5.1.8 Sulfur—The following list shows the referee test
dures or practices provide techniques useful in the proper methods and alternative test methods for sulfur and the
sampling or handling of diesel fuels. corresponding fuel grades to which each applies.
5. Test Methods Sulfur
Grades
Test Method
5.1 The requirements enumerated in this specification shall D129 No. 1-D S5000, No. 2-D
S5000,
be determined in accordance with the following methods: No. 4-D
5.1.1 Flash Point—Test Methods D93, except where other D1266 No. 1-D S500, No. 2-D S500
methods are prescribed by law. For all grades, Test Methods D1552 No. 1-D S5000, No. 2-D
S5000,
D3828 and D7094 may be used as alternatives with the same No. 4-D
limits. For Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, D2622 All Grades
No. 2-D S15, No. 2-D S500, and No. 2-D S5000, Test Method (referee for
S500,
D56 may be used as an alternative with the same limits, S5000, and
provided the flash point is below 93 °C and the viscosity is No. 4
below 5.5 mm2/s at 40 °C. This test method will give slightly Grades)
D3120 No. 1-D S15, No. 2-D S15
lower values. In cases of dispute, Test Methods D93 shall be No. 1-D S500, No. 2-D S500
used as the referee method. Test Method D56 may not be used (If the fuel contains biodiesel,
as the alternative method for Grade No. 4-D because its this method may not be appli-
cable as it is limited to oxy-
minimum viscosity limit is 5.5 mm2/s at 40 °C. genates with a boiling range
5.1.2 Cloud Point—Test Method D2500. For all fuel grades of 26 °C to 274 °C)
in Table 1, bias-corrected results from the automatic Test D4294 No. 1-D S500, No. 2-D S500
No. 1-D S5000, No. 2-D
Methods D5771, D5772, D5773, D7683, or D7689 may be S5000,
used as alternatives with the same limits. Bias-correction No. 4-D
equations are noted in the respective precision sections of each D5453 All Grades
(referee for
automatic test method. In case of dispute, Test Method D2500 S15 grades)
shall be the referee method. D7039 No. 1-D S15, No. 2-D S15
No. 1-D S500, No. 2-D S500
5.1.3 Water and Sediment—Test Method D2709 is used for
D7220 No. 1-D S15, No. 1-D S500
fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. No. 2-D S15, No. 2-D S500
2-D S15, No. 2-D S500, and No. 2-D S5000. Test Method
5.1.9 Copper Corrosion—Test Method D130, 3 h test at a
D1796 is used for Grade No. 4-D. See Appendix X8 for
minimum control temperature of 50 °C. This test method is
additional guidance on water and sediment in Grades No. 1-D
used for fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D
and 2-D diesel fuels.
S5000, No. 2-D S15, No. 2-D S500 and No. 2-D S5000. Grade
5.1.4 Carbon Residue—Test Method D524 is used for fuel
No. 4-D does not have a copper corrosion requirement.
Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D
S15, No. 2-D S500 and No. 2-D S5000. Grade No. 4-D does 5.1.10 Cetane Number—Test Method D613 is used for all
not have a limit for carbon residue. fuel grades in Table 1. Test Methods D6890, D7668 (see Note
5.1.5 Ash—Test Method D482 is used for all grades in Table 4), or D8183 (see Note 5) may be used for all No. 1-D and No.
1. 2-D grades with the DCN or ICN (D8183) result being
5.1.6 Distillation—Test Method D86 is used for Grades No. compared to the cetane number specification requirement of
1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D 40. Test Method D613 shall be the referee method.
S500, and No. 2-D S5000. For all grades, Test Method D2887, NOTE 4—Precision from Test Method D7668 were obtained from
D7344, or D7345 can be used as an alternative. Results from results produced by laboratories using externally obtained pre-blended
Test Method D2887 shall be reported as “Predicted D86” calibration reference material.
results by application of the correlation in Appendix X4 of Test NOTE 5—Precision from Test Method D8183 were obtained from
Method D2887 to convert the values. Results from Test results produced by laboratories using pre-blended calibration reference
materials from a single source.
Methods D7344 and D7345 shall be reported as “Predicted
D86” results by application of the corrections described in Test 5.1.11 Cetane Index—Test Methods D976 or D4737 are
Methods D7344 and D7345 to improve agreement with D86 used for fuel Grades No. 1-D S15, No. 1-D S500, No. 2-D S15
values. In case of dispute, Test Method D86 shall be the referee and No. 2-D S500.
method. Grade No. 4-D does not have distillation require- 5.1.12 Aromaticity—Test Methods D1319 or D5186. These
ments. test methods measure the aromatics content of fuels. These test

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TABLE 1 Detailed Requirements for Diesel FuelA,B,C
ASTM Grade
Property Test No. 1-D No. 1-D No. 1-D No. 2-D No. 2-D No. 2-D
MethodD No. 4-D
S15 S500 S5000 S15E S500E S5000E
E E E
Flash Point, °C, min. D93 38 38 38 52 52 52 55
Water and Sediment, percent volume, max D2709 0.05 0.05 0.05 0.05 0.05 0.05 ...
D1796 ... ... ... ... ... ... 0.50
Distillation Temperature, °C 90 %, percent volume D86
recovered
min ... ... ... 282E 282E 282E ...
max 288 288 288 338 338 338 ...
Kinematic Viscosity, mm2/S at 40 °C D445
min 1.3 1.3 1.3 1.9E 1.9E 1.9E 5.5
max ... 2.4 2.4 2.4 4.1 4.1 4.1 24.0
Ash percent mass, max D482 0.01 0.01 0.01 0.01 0.01 0.01 0.10
Sulfur, ppm (µg/g)F max D5453 15 ... ... 15 ... ... ...
percent mass, max D2622 ... 0.05 0.50 ... 0.05 0.50 2.00
Copper strip corrosion rating, max D130 No. 3 No. 3 No. 3 No. 3 No. 3 No. 3 ...
(3 h at a minimum control temperature of 50 °C)
H
Cetane number, min D613 40.I 40.I 40.I 40.I 40.I 40.I 30.I
In the United States, one of the following properties
shall
be met:
(1) Cetane index, min. D976/D4737G 40 40 ... 40 40 ... ...
(2) Aromaticity, percent volume, max D1319/D5186G, J 35 35 ... 35 35 ... ...
Operability Requirements
K K K K K K
Cloud point, °C, max D2500 ...
or
LTFT/CFPP, °C, max D4539/D6371
Ramsbottom carbon residue on 10 % D524 0.15 0.15 0.15 0.35 0.35 0.35 ...
distillation residue, percent mass, max
Lubricity, HFRR @ 60 °C, micron, max D6079/D7688 520 520 520 520 520 520 ...
Conductivity, pS/m or Conductivity Units (C.U.), min D2624/D4308 25L 25L 25L 25L 25L 25L ...
A
To meet special operating conditions, modifications of individual limiting requirements may be agreed upon between purchaser, seller, and manufacturer.
B
See Sections 6 and 7 for further statements on diesel fuel requirements.
C
Unless otherwise exempted under United States regulations, if diesel fuel is sold for tax exempt purposes then, at or beyond terminal storage tanks, they are required
by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand barrels
of diesel fuel or kerosine, or the tax must be collected.
D
The test methods indicated are the approved referee methods. Other acceptable methods are indicated in 5.1.
E
When a cloud point less than −12 °C is specified, as can occur during cold months, it is permitted and normal blending practice to combine Grades No. 1 and No. 2 to
meet the low temperature requirements. In that case, the minimum flash point shall be 38 °C, the minimum viscosity at 40 °C shall be 1.7 mm2/s, and the minimum 90 %
recovered temperature shall be waived.
F
Other sulfur limits can apply in selected areas in the United States and in other countries.
G
These test methods and year designations are specified in 40 CFR Part 1090.
H
Where cetane number by Test Method D613 is not available, Test Method D4737 can be used as an approximation. Although biodiesel blends are excluded from the
scope of Test Method D4737, the results of Test Method D4737 for up to B5 blends can be used as an approximation.
I
Low ambient temperatures as well as engine operation at high altitudes may require the use of fuels with higher cetane ratings.
J
See 5.1.12.
K
It is unrealistic to specify low temperature properties that will ensure satisfactory operation at all ambient conditions. In general, cloud point Low Temperature Flow Test,
and Cold Filter Plugging Point Test may be used as an estimate of operating temperature limits for Grades No. 1–D S15; No. 2–D S15; No. 1–D S500; No. 2–D S500;
and No. 1–D S5000 and No. 2–D S5000 diesel fuel. However, satisfactory operation below the cloud point may be achieved depending on equipment design, operating
conditions, and the use of flow-improver additives as described in X5.1.2. Appropriate low temperature operability properties should be agreed upon between the fuel
supplier and purchaser for the intended use and expected ambient temperatures. Test Methods D4539 and D6371 may be especially useful to estimate vehicle low
temperature operability limits when flow improvers are used. Due to fuel delivery system, engine design, and test method differences, low temperature operability tests
may not provide the same degree of protection in various vehicle operating classes. Tenth percentile minimum air temperatures for U.S. locations are provided in Appendix
X5 as a means of estimating expected regional temperatures. The tenth percentile minimum air temperatures can be used to estimate expected regional target
temperatures for use with Test Methods D2500, D4539, and D6371. Refer to X5.1.3 for further general guidance on test application.
L
The electrical conductivity of the diesel fuel is measured at the time and temperature of the fuel at delivery. The 25 pS/m minimum conductivity requirement applies at
all instances of high velocity transfer (7 m/s) but sometimes lower velocities, see 8.1 for detailed requirements) into mobile transport (for example, tanker trucks, rail cars,
and barges).

methods are used for fuel Grades No. 1-D S15, No. 1-D S500, 5.1.13 Lubricity—Test Method D6079 or D7688. Test
No. 2-D S15 and No. 2-D S500. There is an interference with Method D6079 shall be the referee method.
biodiesel in Test Method D5186, so it cannot be used with fuels 5.1.14 Conductivity—Both conductivity test methods, Test
containing biodiesel. The supplier of the fluorescent indicator Methods D2624 and D4308 are allowed for all grades of No. 1
dyed gel used in Test Method D1319 (and IP 156) is no longer and No. 2 diesel fuels. There is no conductivity requirement for
able to supply the dye needed for the method to work with No. 4 diesel fuel. For conductivities below 1 pS/m, Test
diesel fuel. Lot numbers 3000000975 and above will not Method D4308 is preferred.
provide correct aromatics values. Test Method D5186 may also
be used with the same limits by converting D5186 % by mass 6. Workmanship
values to % by volume using the bias-correction equation in 6.1 The diesel fuel shall be visually free of undissolved
D5186 for predicted D1319 results. water, sediment, and suspended matter.

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6.2 The diesel fuel shall also be free of any adulterant or flash point shall be 38 °C, the minimum viscosity at 40 °C shall
contaminant that can render the fuel unacceptable for its be 1.7 mm2/s, and the minimum 90 % recovered temperature
commonly used applications. shall be waived.
7.3 Alternative Blendstocks:
7. Requirements 7.3.1 Fuels Blended with Biodiesel—The detailed require-
7.1 The grades of diesel fuels herein specified shall be ments for fuels blended with biodiesel shall be as follows:
hydrocarbon oils, except as provided in 7.3, with the inclusion 7.3.1.1 Biodiesel for Blending—If biodiesel is a component
of additives to enhance performance, if required, conforming to of any diesel fuel, the biodiesel shall meet the requirements of
the detailed requirements shown in Table 1 and as provided in Specification D6751.
7.1.1. 7.3.1.2 Diesel fuel containing up to 5 % volume biodiesel
7.1.1 Additives may be included in diesel fuel at a blend shall meet the requirements for the appropriate grade No. 1-D
level not greater than 1 % by volume of the finished fuel. or No. 2-D fuel, as listed in Table 1.
7.1.1.1 Additives are generally included in finished diesel 7.3.1.3 Test Method D7371 shall be used for determination
fuel to enhance performance properties (for example, cetane of the volume percent biodiesel in a biodiesel blend. Test
number, lubricity, cold flow, and so forth). Method EN 14078 or Test Method D7861 may also be used. In
7.1.1.2 Additives that contain hydrocarbon oil blended with cases of dispute, Test Method D7371 shall be the referee test
other substances may exclude the hydrocarbon oil portion for method. See Practice E29 for guidance on significant digits.
determination of the volume percent of the finished fuel. 7.3.1.4 Diesel fuels containing more than 5 % volume
7.1.1.3 Triglycerides (for example, vegetable oils, animal biodiesel component are not included in this specification.
fats, greases, and so forth) have been found to cause fouling of 7.3.1.5 Biodiesel blends with No. 4–D fuel are not covered
fuel oil burning equipment. Similar fouling is expected in by this specification.
diesel engine applications, and triglycerides are therefore not 8. Precautionary Notes on Conductivity
allowed as additives or components of additives. 8.1 Accumulation of static charge occurs when a hydrocar-
7.2 Grades No. 2-D S15, No. 2-D S500 and No. 2-D bon liquid flows with respect to another surface. The electrical
S5000—When a cloud point less than −12 °C is specified, as conductivity requirement of 25 pS/m minimum at temperature
can occur during cold months, it is permitted and normal of delivery shall apply when the transfer conditions in Table 2
blending practice to combine Grades No. 1 and No. 2 to meet exist for the delivery into a mobile transport container (for
the low temperature requirements. In that case, the minimum example, tanker trucks, railcars, and barges).
TABLE 2 Transfer Conditions
Maximum Pipe Diameter When Filling When Filling When Filling
(for a distance of Tank Truck Undivided Rail Marine Vessels
30 s upstream of Compartments Car Compartments
delivery nozzle)
0.1023 m fuel velocity $ 4.9 m/s fuel velocity $ 7.0 m/s fuel velocity $ 7.0 m/s
0.1541 m fuel velocity $ 3.24 m/s fuel velocity $ 5.20 m/s fuel velocity $ 7.0 m/s
0.2027 m fuel velocity $ 2.47 m/s fuel velocity $ 3.90 m/s fuel velocity $ 7.0 m/s
0.2545 m fuel velocity $ 1.96 m/s fuel velocity $ 3.14 m/s fuel velocity $ 7.0 m/s

9. Keywords
9.1 biodiesel; biodiesel blend; diesel; diesel fuel; fuel oil;
petroleum and petroleum products

APPENDIXES

(Nonmandatory Information)

X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR DIESEL FUELS

X1.1 Introduction X1.2 Grades

X1.1.1 The properties of commercial fuel oils and diesel X1.2.1 This specification is intended as a statement of
fuels depend on the refining practices employed and the nature permissible limits of significant fuel properties used for speci-
of the crude oils from which they are produced. Distillate fuel fying the wide variety of commercially available diesel fuels.
oils, for example, can be produced within the boiling range of Limiting values of significant properties are prescribed for
150 °C and 400 °C having many possible combinations of seven grades of diesel fuels. These grades and their general
various properties, such as volatility, ignition quality, viscosity, applicability for use in diesel engines are broadly indicated as
and other characteristics. follows:

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X1.2.2 Grade No. 1-D S15—Grade No. 1-D S15 comprises X1.3.1.1 Fuel price and availability,
the class of very low sulfur, volatile diesel fuels from kerosine X1.3.1.2 Maintenance considerations,
to the intermediate middle distillates. Fuels within this grade X1.3.1.3 Engine size and design,
are applicable for use in (1) high-speed diesel engines and X1.3.1.4 Emission control systems,
diesel engine applications that require ultra-low sulfur fuels, X1.3.1.5 Speed and load ranges,
(2) applications necessitating frequent and relatively wide X1.3.1.6 Frequency of speed and load changes, and
variations in loads and speeds, and (3) applications where X1.3.1.7 Atmospheric conditions. Some of these factors can
abnormally low operating temperatures are encountered. influence the required fuel properties outlined as follows:
X1.2.3 Grade No. 1-D S500—Grade No. 1-D S500 com-
prises the class of low-sulfur, volatile diesel fuels from X1.4 Cetane Number
kerosine to the intermediate middle distillates. Fuels within this X1.4.1 Cetane number is a measure of the ignition quality of
grade are applicable for use in (1) high-speed diesel engines the fuel and influences combustion roughness. The cetane
that require low sulfur fuels, (2) in applications necessitating number requirements depend on engine design, size, nature of
frequent and relatively wide variations in loads and speeds, and speed and load variations, and on starting and atmospheric
(3) in applications where abnormally low operating tempera- conditions. Increase in cetane number over values actually
tures are encountered. required does not materially improve engine performance.
X1.2.4 Grade No. 1-D S5000—Grade No. 1-D S5000 com- Accordingly, the cetane number specified should be as low as
prises the class of volatile diesel fuels from kerosine to the possible to assure maximum fuel availability.
intermediate middle distillates. Fuels within this grade are
applicable for use in high-speed diesel engines applications X1.5 Distillation
necessitating frequent and relatively wide variations in loads X1.5.1 The fuel volatility requirements depend on engine
and speeds, and also for use in cases where abnormally low design, size, nature of speed and load variations, and starting
operating temperatures are encountered. and atmospheric conditions. For engines in services involving
X1.2.5 Grade No. 2-D S15—Grade No. 2-D S15 includes rapidly fluctuating loads and speeds as in bus and truck
the class of very low sulfur, middle distillate gas oils of lower operation, the more volatile fuels can provide best
volatility than Grade No. 1-D S15. These fuels are applicable performance, particularly with respect to smoke and odor.
for use in (1) high speed diesel engines and diesel engine However, best fuel economy is generally obtained from the
applications that require ultra-low sulfur fuels, (2) applications heavier types of fuels because of their higher heat content.
necessitating relatively high loads and uniform speeds, or (3)
X1.6 Viscosity
diesel engines not requiring fuels having higher volatility or
other properties specified in Grade No. 1-D S15. X1.6.1 For some engines it is advantageous to specify a
X1.2.6 Grade No. 2-D S500—Grade No. 2-D S500 includes minimum viscosity because of power loss due to injection
the class of low-sulfur, middle distillate gas oils of lower pump and injector leakage. Maximum viscosity, on the other
volatility than Grade No. 1-D S500. These fuels are applicable hand, is limited by considerations involved in engine design
for use in (1) high-speed diesel engine applications that require and size, and the characteristics of the injection system.
low sulfur fuels, (2) applications necessitating relatively high
X1.7 Carbon Residue
loads and uniform speeds, or (3) diesel engines not requiring
fuels having higher volatility or other properties specified for X1.7.1 Carbon residue gives a measure of the carbon
Grade No. 1-D S500. depositing tendencies of a fuel oil when heated in a bulb under
prescribed conditions. While not directly correlating with
X1.2.7 Grade No. 2-D S5000—Grade No. 2-D S5000 in-
engine deposits, this property is considered an approximation.
cludes the class of middle distillate gas oils of lower volatility
than Grade No. 1-D S5000. These fuels are applicable for use
X1.8 Sulfur
in (1) high-speed diesel engines in applications necessitating
relatively high loads and uniform speeds, or (2) in diesel X1.8.1 The effect of sulfur content on engine wear and
engines not requiring fuels having higher volatility or other deposits appears to vary considerably in importance and
properties specified for Grade No. 1-D S5000. depends largely on operating conditions. Fuel sulfur can affect
emission control systems performance. To assure maximum
X1.2.8 Grade No. 4-D—Grade No. 4-D comprises the class
availability of fuels, the permissible sulfur content should be
of more viscous middle distillates and blends of these middle
specified as high as is practicable, consistent with maintenance
distillates with residual fuel oils. Fuels within this grade are
considerations.
applicable for use in low- and medium-speed diesel engines in
applications necessitating sustained loads at substantially con-
X1.9 Flash Point
stant speed.
X1.9.1 The flash point as specified is not directly related to
X1.3 Selection of Particular Grade engine performance. It is, however, of importance in connec-
X1.3.1 The selection of a particular diesel fuel from one of tion with legal requirements and safety precautions involved in
these seven ASTM grades for use in a given engine requires fuel handling and storage, and is normally specified to meet
consideration of the following factors: insurance and fire regulations.

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X1.10 Cloud Point X1.15 Other
X1.10.1 Cloud point is of importance in that it defines the X1.15.1 Microbial Contamination—Refer to Guide D6469
temperature at which a cloud or haze of wax crystals appears for a discussion of this form of contamination.
in the oil under prescribed test conditions which generally
relates to the temperature at which wax crystals begin to X1.16 Conductivity
precipitate from the oil in use.
X1.16.1 Electrical conductivity of fuels is an important
X1.11 Ash consideration in the safe handling characteristics of any fuel.
The risk associated with explosions due to static electrical
X1.11.1 Ash-forming materials can be present in diesel fuel
discharge depends on the amount of hydrocarbon and oxygen
in two forms: (1) abrasive solids, and (2) soluble metallic
in the vapor space and the energy and duration of a static
soaps. Abrasive solids contribute to injector, fuel pump, piston
discharge. There are many factors that can contribute to the
and ring wear, and also to engine deposits. Soluble metallic
high risk of explosion. For Ultra Low Sulfur Diesel (ULSD)
soaps have little effect on wear but can contribute to engine
fuels in particular, electrical conductivity can likely be very
deposits.
low before the addition of static dissipater additive (SDA). The
X1.12 Copper Strip Corrosion intent of this requirement is to reduce the risk of electrostatic
ignitions while filling tank trucks, barges, ship compartments,
X1.12.1 This test serves as a measure of possible difficulties and rail cars, where flammable vapors from the past cargo can
with copper and brass or bronze parts of the fuel system. be present. Generally, it does not apply at the retail level where
flammable vapors are usually absent. Those parties handling
X1.13 Aromaticity
any fuel are advised to review Guide D4865 as well as API RP
X1.13.1 This test is used as an indication of the aromatics 2003 and ISGOTT.9
content of diesel fuel. Aromatics content is specified to prevent
an increase in the average aromatics content in Grades No. 1-D X1.16.2 Conductivity is known to be highly dependent on
S15, No. 1-D S500, No. 2-D S15 and No. 2-D S500 fuels and temperature. The conductivity requirement in Table 1 will
is required by 40 CFR Part 1090. Increases in aromatics decrease the risk, but it will not eliminate it.
content of fuels over current levels can have a negative impact X1.16.3 Fig. X1.1 presents the response of conductivity to
on emissions. temperature for some typical diesel fuels.
X1.14 Cetane Index
X1.14.1 Cetane Index is specified as a limitation on the 9
ISGOTT (International Safety Guide for Oil Tankers and Terminals), 5th
amount of high aromatic components in Grades No. 1-D S15, edition, Oil Companies International Marine Forum (OCIMF), London, England,
No. 1-D S500, No. 2-D S15 and No. 2-D S500. www.ocimf.com.

FIG. X1.1 Conductivity Varies with Temperature

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X1.16.4 Due to the normal depletion of fuel conductivity line. Fuel handlers using static dissipater additives should
additive during commingling, storage, distribution, or reduc- employ effective controls to prevent over-additizing diesel fuel.
tion of conductivity, or a combination thereof, at low Fuel handlers adding SDA or other additives should be aware
temperatures, the fuel should be sufficiently treated, if needed of possible antagonistic or synergistic effects between additives
with conductivity improver additives (also called static dissi- used simultaneously in diesel fuel. Consultation with the
pater additives (SDA)) to ensure that the electrical conductivity appropriate SDA additive supplier or other experts, or both, as
requirement is met. The method of fuel distribution and well as conducting appropriate additive interaction studies is
temperature at the point of delivery into mobile transport can recommended.
require a substantially greater conductivity level than 25 pS/m X1.16.7 For those fuel transporters that practice switch
at the point of additive treatment. If a static dissipater additive loading of fuels without container cleaning and purging after
is needed to meet the minimum conductivity requirement, then hauling high or intermediate fuels or solvents, risks are
initial additive treatment should allow for temperature, involved with that practice. Switch loading should be discour-
commingling, distribution, and adequate mixing effects to aged because of the difficulty in ensuring removal of all
ensure the minimum conductivity is attained at the point of residual vapor-producing materials. Accidental electrostatic
delivery into mobile transport. For more information on this discharge ignition requires three elements:
subject, please refer to Guide D4865 and Test Method D2624. (1) Presence of a flammable atmosphere from a previous
X1.16.5 Fuel handlers should not be lulled into a false sense volatile cargo,
of security if the fuel meets or exceeds the minimum conduc- (2) The ability of the low volatility material being loaded to
tivity requirement. Improved fuel conductivity will accelerate accumulate an electrostatic charge because of low conductivity,
the dissipation of electric charge but not eliminate the risks and
associated with handling combustible or flammable fuels. Fuel (3) Operating conditions during loading, which encourage
handlers should be aware of the increased static electricity charge generation and reduce charge relaxation—especially the
production when diesel fuels are filtered through fine-mesh velocity of the loading stream. Switch loading also refers to the
strainers and filters. Fuel handlers are encouraged to use reverse situation when light product (for example, gasoline) is
industry-recommended safety practices to minimize the risk loaded into a container that previously held middle distillate
associated with handling fuel. One such safe operating practice fuel (for example, diesel), although this mode of switch loading
recommends lower maximum flowrates upon initial loading is generally not considered a static ignition hazard (but may be
procedures. Loading operations involving “switch-loading” of a product contamination concern).
tanker trucks and other vessels pose increased risks. X1.17 Lubricity
X1.16.6 There is some concern over excessive additization X1.17.1 See Appendix X4 on Diesel Fuel Lubricity.
of diesel fuel with static dissipater additives. A potential
concern includes failure of exposed electrical equipment im- X1.18 Water and Sediment
mersed in over-additized fuel. Another concern is potential X1.18.1 See Appendix X8 on Water and Sediment Guide-
interference with the properties of adjacent products in pipe- lines.

X2. SAMPLING, CONTAINERS AND SAMPLE HANDLING

X2.1 Introduction for tests sensitive to trace contamination can be useful. Practice
X2.1.1 This appendix provides guidance on methods and D5854 for procedures on container selection and sample
techniques for the proper sampling of diesel fuels. As diesel mixing and handling is recommended. For cetane number
fuel specifications become more stringent and contaminants determination protection from light is important. Collection
and impurities become more tightly controlled, even greater and storage of diesel fuel samples in an opaque container, such
care needs to be taken in collecting and storing samples for as a dark brown glass bottle, metal can, or a minimally reactive
quality assessment. plastic container to minimize exposure to UV emissions from
sources such as sunlight or fluorescent lamps, is recommended.
X2.2 Sampling, Containers and Sample Handling Rec- According to Paragraph 8.2 of Test Method D6079, “Because
ommendations of sensitivity of lubricity measurements to trace materials,
X2.2.1 Appropriate manual method sampling procedures sample containers shall be only fully epoxy-lined metal, amber
can be found in Practice D4057 and automatic method sam- borosilicate glass, or polytetrafluoroethylene as specified in
pling is covered in Practice D4177. Practice D4306.”
X2.2.2 The correct sample volume and appropriate con- X2.2.3 For volatility determination of a sample, Practice
tainer selection are also important decisions that can impact D5842 for special precautions recommended for representative
test results. Practice D4306 for aviation fuel container selection sampling and handling techniques may be appropriate.

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X3. STORAGE AND THERMAL STABILITY OF DIESEL FUELS

X3.1 Scope X3.1.6.4 Fuel characteristics have changed and new fuel
X3.1.1 This appendix provides guidance for consumers of blends, such as with biodiesel, were introduced.
diesel fuels who may wish to store quantities of fuels for X3.1.7 Therefore, it has been shown that the existing test
extended periods or use the fuel in severe service or high methods, suggested levels, and practices may not be compat-
temperature applications. Fuels containing residual compo- ible or adequate to describe diesel fuel stability and its effect in
nents are excluded. Consistently successful long-term fuel current and future diesel injection equipment. New test meth-
storage or use in severe applications requires attention to fuel ods such as Rancimat (EN 15751) and PetroOxy (D7545) have
selection, storage conditions, handling and monitoring of been introduced and are used, if appropriate for the fuel type.
properties during storage and prior to use.
X3.2 Fuel Selection
X3.1.2 Normally produced fuels have adequate stability
properties to withstand normal storage and use without the X3.2.1 The stability properties of middle distillates are
formation of troublesome amounts of insoluble degradation highly dependent on the crude oil sources, severity of
products. Fuels that are to be stored for prolonged periods or processing, use of additives, and whether additional refinery
used in severe applications should be selected to avoid forma- treatment has been carried out.
tion of sediments or gums, which can overload filters or plug X3.2.2 The composition and stability properties of middle
injectors. Selection of these fuels should result from supplier- distillate fuels produced at different refineries can vary. Any
user discussions. special requirements of the user, such as long-term storage or
X3.1.3 These suggested practices are general in nature and severe service, should be discussed with the supplier.
should not be considered substitutes for any requirements X3.2.3 Blends of S15, S500, and S5000 diesel fuels from
imposed by the warranty of the equipment manufacturer or by various sources can interact to give stability properties worse
federal, state, or local government regulations. Although they than expected based on the characteristics of the individual
cannot replace knowledge of local conditions or good engi- fuels.
neering and scientific judgment, these suggested practices do
provide guidance in developing an individual fuel management X3.3 Fuel Additives
system for the middle distillate fuel user. They include sugges- X3.3.1 Fuel additives can improve the suitability of mar-
tions in the operation and maintenance of existing fuel storage ginal fuels for long-term storage and thermal stability, but can
and handling facilities and for identifying where, when, and be unsuccessful for fuels with markedly poor stability proper-
how fuel quality should be monitored or selected for storage or ties. Most stability additives should be added at the refinery or
severe use. as soon after manufacture as possible (no more than a few
X3.1.4 Thermal stability test method, Test Method D6468, weeks) to obtain maximum benefits.
was established and successfully used for many years to
X3.3.2 Biocides or biostats kill or inhibit, respectively, the
evaluate Grade No. 2-D S5000 and S500 diesel fuels. Reflec-
growth of fungi and bacteria, which can grow at fuel-water
tance levels of 70 % at 90 min and 80 % at 180 min were
interfaces to give high particulate concentrations in the fuel.
suggested by studies and experience for acceptable and pre-
Most available biocides and biostats are soluble in both the fuel
mium performance. The National Conference on Weights and
and water or in the water phase only.
Measures (NCWM) adopted 80 % reflectance at 180 min as
one requirement for the definition of premium diesel. X3.4 Tests for Fuel Quality
X3.1.5 Nearly all S15 fuel samples, when tested, result in X3.4.1 The storage stability of fuel may be assessed using
reflectance levels greater than 90 %. Some experts were Test Method D2274 or D5304. However, these accelerated
concerned about the formation of peroxides as the next stability tests may not correlate well with field storage stability
category of stability concern for S15. If formed, peroxides due to varying field conditions and to fuel composition. Also,
could affect certain elastomers in equipment adversely. these test methods were developed for S5000 and S500 fuels
X3.1.6 Despite high thermal stability as defined by Test and may not show potential instability of S15 fuels and
Method D6468 and a lack of incidents regarding peroxide biodiesel blends of S15 fuels. More recently developed accel-
formation, the stability of diesel fuel remains a concern erated stability Test Method D7545 has been shown to be
because a number of elements have changed. A high reflec- suitable for assessing the potential instability of S15 fuels and
tance from the Test Method D6468 test may no longer be a biodiesel blends of S15 fuels. EN 15751 is used in Specifica-
clear indication of sufficiently high diesel stability. tion D7467 for B6-B20 Biodiesel blends and has been shown
X3.1.6.1 Diesel common-rail fuel injection systems with to be suitable for assessing the potential instability of S15
high pressure and high temperature were introduced. biodiesel blends of 2 % biodiesel or greater. The presence of
X3.1.6.2 Fuels may be stressed more severely than before in cetane improver (2-ethylhexyl nitrate) in diesel fuel can
production and usage. degrade Test Method D7545 performance. While Test Method
X3.1.6.3 Finer filters are required in some applications to D7545 can be used to assess the potential instability of fuels,
remove particulates from fuel. there is no current limit for its use within a specification.

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X3.4.2 Performance criteria for accelerated stability tests than a foot or two above the bottom in a static tank will almost
that assure satisfactory long-term storage of fuels have not always give very clean results. Testing a true bottom sample for
been established. cleanliness has little value beyond the identification of signifi-
X3.4.3 Test Method D6468, developed for S5000 and S500 cant dirt or debris on the bottom of the tank. If such dirt or
fuels, does not show potential thermal instability of S15 fuels debris is stirred up, then very dirty fuel will be dispensed.
and biodiesel blends of S15 fuels very well. Typical S15 diesel Depending on frequency of product delivery sampling shortly
fuel almost always results in greater than 90 % reflectance. after delivery of product has stirred the tank may be appropri-
ate.
X3.5 Fuel Monitoring X3.6 Fuel Storage Conditions
X3.5.1 A plan for monitoring the quality of bulk fuel during X3.6.1 Contamination levels in fuel can be reduced by
prolonged storage is an integral part of a successful fuel quality keeping storage tanks free of water. Tankage should also have
program. A plan to replace aged fuel with fresh product is also provisions for water draining on a scheduled basis. Water
desirable. promotes corrosion, and microbiological growth can occur at a
X3.5.2 Stored fuel should be periodically sampled and its fuelwater interface. Underground storage is preferred to avoid
quality assessed. Practice D4057 provides guidance for sam- temperature extremes; above-ground storage tanks should be
pling. Fuel contaminants and degradation products will usually sheltered or painted with reflective paint as high storage
settle to the bottom of a quiescent tank. A “Bottom” or temperatures may accelerate fuel degradation. While under-
“Clearance” sample, as defined in Practice D4057, should be ground tankage is preferred to minimize diurnal temperature
included in the evaluation along with an “All Level” sample. swings, there can be a greater risk of water contamination in
underground tanks. Fixed roof tanks should be kept full to limit
X3.5.3 The quantity of insoluble fuel contaminants present
oxygen supply and tank breathing.
in fuel can be determined using Test Method D7321 for diesel
fuel that does not contain biodiesel and diesel that does contain X3.6.2 Copper, copper-containing alloys, and zinc-coated
biodiesel blended fuel. or galvanized equipment should be avoided. Copper can
X3.5.3.1 Use of Test Method D6217 should be limited only promote fuel degradation and can produce mercaptide gels.
to diesel fuel without biodiesel due to the incompatibility of the Zinc coatings can react with water or organic acids in the fuel
specified filter media with the biodiesel present in biodiesel to form gels that rapidly plug filters.
blend fuels. X3.6.3 Appendix X2 of Specification D2880 discusses fuel
X3.5.4 Test Method D6468, can be used for investigation of contaminants as a general topic.
operational problems that might be related to fuel thermal
stability of S500 and S5000 fuels. Test Method D6468 does not X3.7 Fuel Use Conditions
show potential thermal stability of S15 fuels and biodiesel X3.7.1 Many diesel engines are designed so that the diesel
blends of S15 fuels very well. Use EN 15751 or Test Method fuel is used for heat transfer. In modern heavy-duty diesel
D7545 for oxidative stability assessment instead. Testing engines, for example, only a portion of the fuel that is
samples from the fuel tank or from bulk storage may give an circulated to the fuel injectors is actually delivered to the
indication as to the cause of filter plugging. It is more difficult combustion chamber. The remainder of the fuel is circulated
to monitor the quality of fuels in vehicle tanks since they may back to the fuel tank, carrying heat with it. Thus adequate high
contain fuels from multiple sources. temperature stability can be a necessary requirement in some
severe applications or types of service. Recirculation rates vary
X3.5.5 Some additives exhibit effects on S5000 and S500
depending on fuel injection system design.
fuels tested in accordance with Test Method D6468 that may or
may not be observed in the field. Data have not been developed X3.7.2 Inadequate high temperature stability can result in
that correlate results from the test method for various engine the formation of insoluble degradation products.
types and levels of operating severity.
X3.8 Use of Degraded Fuels
X3.5.6 Test Method D7619 can be used to assess the
number and size of particulates in Grades 1-D and 2-D diesel X3.8.1 Fuels that have undergone mild-to-moderate degra-
fuels. However, with this test method, water droplets are dation are not fit for purpose in modern diesel engine fuel
counted as particles unless a co-solvent such as isopropyl systems. Use of such degraded fuels pose the risk of polymeric
alcohol or “Resolver” is used. Agglomerated particles can also deposits and resin formation affecting high pressure pump and
be detected and counted as a single larger particle. While Test injector performance, up to catastrophic fuel system damage.
Method D7619 can be used to assess the particulate content of X3.8.2 Fuels containing very large quantities of fuel degra-
fuels, there is no current limit for its use within a specification. dation products and other contaminants or with runaway
Data have not been developed to determine acceptable levels of microbiological growth are even less appropriate for use in fuel
particulates. Obtaining a representative sample and following injection systems. Drainage of sediments or fuel drawn off
the recommended sampling procedures is particularly impor- above the sediment layer does not remove dissolved polymers
tant with particle counting test methods. Sampling a static tank and aging acids present. Very high soluble gum levels or
for cleanliness by particle counting is very difficult and corrosion products from microbiological contamination will
potentially very misleading. Fuel samples collected from more likely cause severe operational problems. Precautions for

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avoiding negative fuel system impacts from use of severely fuels that always perform well in this test. Today’s current S15
degraded fuels are not presently available. fuels and biodiesel blends can still have stability problems, but
Test Method D6468 is not the appropriate method of evalua-
X3.9 Thermal Stability Guidelines tion.
X3.9.1 Results from truck fleet experience suggests that X3.9.2 Performance in engines has not been sufficiently
Test Method D6468 can be used to qualitatively indicate correlated with results from Test Method D6468 for S5000, and
whether diesel fuels have satisfactory thermal stability perfor- S500, and S15 diesel fuel, to provide definitive specification
mance properties.10,11 However, this test method was devel- requirements.
oped for S5000 and S500 fuels and may not be useful for S15

10 11
Bacha, John D., and Lesnini, David G., “Diesel Fuel Thermal Stability at Schwab, Scott D., Henly, Timothy J., Moxley, Joel F., and Miller, Keith,
300°F,” Proceedings of the 6th International Conference on Stability and Handling “Thermal Stability of Diesel Fuel,” Proceedings of the 7th International Conference
of Liquid Fuels, Vancouver, B.C., October 1997. on Stability and Handling of Liquid Fuels, Graz, Austria, September 2000.

X4. DIESEL FUEL LUBRICITY

X4.1 Introduction producers, and additive suppliers. The charge of the ASTM
X4.1.1 Diesel fuel functions as a lubricant in most compo- task force has been the recommendation of test methods and
nents of fuel injection equipment such as pumps and injectors. fuel lubricity requirements for Specification D975. Two test
In limited cases, fuel with specific properties will have insuf- methods were proposed and approved. These are Test Method
ficient lubricating properties which will lead to a reduction in D6078, a scuffing load ball-on-cylinder lubricity evaluator
the normal service life and functional performance of diesel method, SLBOCLE, and Test Method D6079, a high frequency
fuel injection systems. reciprocating rig (HFRR) method. Use of these tests raises
three issues: 1) The correlation of the data among the two test
X4.2 Fuel Characteristics Affecting Equipment Wear methods and the fuel injection equipment is not perfect, 2)
Both methods in their current form do not apply to all
X4.2.1 Currently, two fuel characteristics affect equipment
fuel-additive combinations, and 3) The reproducibility values
wear. These are low viscosity and lack of sufficient quantities
for both test methods are large. In order to protect diesel fuel
of trace components that have an affinity for surfaces. If fuel
injection equipment, an HFRR Wear Scar Diameter (WSD) of
viscosity meets the requirements of a particular engine, a fuel
520 µm has been placed in Specification D975.12
film is maintained between the moving surfaces of the fuel
system components. This prevents excessive metal-to-metal X4.3.3 Most experts agree that fuels having a SLBOCLE
contact and avoids premature failure due to wear. Similarly, lubricity value below 2000 g might not prevent excessive wear
certain surface active molecules in the fuel adhere to, or in injection equipment13 while fuels with values above 3100 g
combine with, surfaces to produce a protective film which also should provide sufficient lubricity in all cases.14 Experts also
can protect surfaces against excessive wear. agree that if HFFR test at 60 °C is used, fuels with values
above 600 µm might not prevent excessive wear,15 while fuels
X4.3 Fuel Lubricity with values below 450 µm should provide sufficient lubricity in
X4.3.1 The concern about fuel lubricity is limited to situa- all cases.14 More accurately, an industry-accepted long-term
tions in which fuels with lower viscosities than those specified durability pump test, such as Test Method D6898, can be used
for a particular engine are used or in which fuels that have been to evaluate the lubricity of a diesel fuel. A poor result in such
processed in a manner that results in severe reduction of the a test indicates that the fuel has low lubricity and may not be
trace levels of the surface active species that act as surface able to provide sufficient protection.
protecting agents. Presently the only fuels of the latter type NOTE X4.1—Some injection equipment can be fitted with special
shown to have lubricity problems resulted from sufficiently components that can tolerate low lubricity fuels.
severe processing to reduce aromatics or sulfur.
12
Mitchell, K., “Diesel Fuel Lubricity—Base Fuel Effects,” SAE Technical
X4.3.2 Work in the area of diesel fuel lubricity is ongoing Paper 2001–01–1928, 2001.
by several organizations, such as the International Organization 13
Westbrook, S. R., “Survey of Low Sulfur Diesel Fuels and Aviation Kerosenes
for Standardization (ISO), the ASTM Diesel Fuel Lubricity from U.S. Military Installations,” SAE Technical Paper 952369, 1995.
14
Nikanjam, M., “ISO Diesel Fuel Lubricity Round Robin Program,” SAE
Task Force, and the Coordinating Research Council (CRC)
Technical Paper 952372, 1995.
Diesel Performance Group. These groups include representa- 15
Nikanjam, M., “Diesel Fuel Lubricity: On the Path to Specifications,” SAE
tives from the fuel injection equipment manufacturers, fuel Technical Paper 1999-01-1479, 1999.

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X5. TENTH PERCENTILE MINIMUM AMBIENT AIR TEMPERATURES FOR THE UNITED STATES
(EXCEPT HAWAII)

X5.1 Introduction is the most appropriate test for applications that can not tolerate
X5.1.1 The tenth percentile minimum ambient air tempera- much risk. The Cold Filter Plugging Point (CFPP) test, Test
tures shown on the following maps (Figs. X5.1-X5.12) and in Method D6371, was introduced in Europe in 1965. The CFPP
Table X5.1 were derived from an analysis of historical hourly was designed to correlate with the majority of European
temperature readings recorded over a period of 15 years to 21 vehicles. Under rapid cooling conditions, 20 cc fuel is drawn
years from 345 weather stations in the United States. This through a 45 µm screen then allowed to flow back through the
study was conducted by the U.S. Army Mobility Equipment screen for further cooling. This process is continued every 1 °C
Research and Development Center (USAMERDC), Coating until either the 20 cc fuel fails to be drawn through the screen
and Chemical Laboratory, Aberdeen Proving Ground, MD in 60 s or it fails to return through the screen in 60 s. It was
21005. The tenth percentile minimum ambient air temperature field tested many times in Europe16 before being widely
is defined as the lowest ambient air temperature which will not accepted as a European specification. Field tests have also
go lower on average more than 10 % of the time. In other shown CFPP results more than 10 °C below the cloud point
words, the daily minimum ambient air temperature would on should be viewed with caution because those results did not
average not be expected to go below the monthly tenth necessarily reflect the true vehicle low temperature operability
percentile minimum ambient air temperature more than 3 days limits.17 CFPP has been applied to many areas of the world
for a 30 day month. See Table X5.1. where similar vehicle designs are used. The Low Temperature
Flow Test (LTFT), Test Method D4539, was designed to
X5.1.2 These data can be used to estimate low temperature correlate with the most severe and one of the most common
operability requirements. In establishing low temperature op- fuel delivery systems used in North American Heavy Duty
erability requirements, consideration should be given to the trucks. Under prescribed slow cool conditions (1 °C ⁄h), similar
following. These factors, or any combination, can make low to typical field conditions, several 200 cc fuel specimens in
temperature operability more or less severe than normal. As glass containers fitted with 17 µm screen assemblies are
X5.1.2.1 through X5.1.2.12 indicate, field work suggests that cooled. At 1 °C intervals one specimen is drawn through the
cloud point is a fair indication of the low temperature oper- screen under a 20 kPa vacuum. Approximately 90 % of the fuel
ability limit of fuels without cold flow additives in most must come over in 60 s or less for the result to be a pass. This
vehicles. process is continued at lower temperatures (1 °C increments)
X5.1.2.1 Long term weather patterns (Average winter low until the fuel fails to come over in the allotted 60 s. The lowest
temperatures will be exceeded on occasion). passing temperature is defined as the LTFT for that fuel. In
X5.1.2.2 Short term local weather conditions (Unusual cold 1981, a CRC program was conducted to evaluate the efficacy
periods do occur). of cloud point, CFPP, pour point, and LTFT for protecting the
X5.1.2.3 Elevation (High locations are usually colder than diesel vehicle population in North America and to determine
surrounding lower areas). what benefit flow-improvers could provide. The field test
X5.1.2.4 Specific engine design. consisted of 3 non-flow improved diesel fuels, 5 flow improved
X5.1.2.5 Fuel system design (Recycle rate, filter location, diesel fuels, 4 light-duty passenger cars, and 3 heavy-duty
filter capacity, filter porosity, and so forth.) trucks. The field trial resulted in two documents18, 19 that
X5.1.2.6 Fuel viscosity at low temperatures. provide insight into correlating laboratory tests to North
X5.1.2.7 Equipment add-ons (Engine heaters, radiator American vehicle performance in the field. The general con-
covers, fuel line and fuel filter heaters and so forth.) clusions of the study were:
X5.1.2.8 Types of operation (Extensive idling, engine (1) In overnight cool down, 30 % of the vehicles tested had
shutdown, or unusual operation). a final fuel tank temperature within 2 °C of the overnight
X5.1.2.9 Low temperature flow improver additives in fuel. minimum ambient temperature.
X5.1.2.10 Geographic area for fuel use and movement (2) The use of flow-improved diesel fuel permits some
between geographical areas. vehicles to operate well below the fuel cloud point.
X5.1.2.11 General housekeeping (Dirt or water, or both, in (3) Significant differences exist in the severity of diesel
fuel or fuel supply system). vehicles in terms of low temperature operation.
X5.1.2.12 Impact failure for engine to start or run (Critical (4) No single laboratory test was found that adequately
vs. non-critical application). predicts the performance of all fuels in all vehicles.

X5.1.3 Historical Background—Three test methods have 16

“Low Temperature Operability of Diesels. A Report by CEC Investigation
been widely used to estimate or correlate with low temperature Group IGF-3,” CEC P-171–82.
vehicle operability. Cloud point, Test Method D2500, is the 17
“SFPP-A New Laboratory Test for Assessment of Low Temperature Operabil-
oldest of the three and most conservative of the tests. The cloud ity of Modern Diesel Fuels,” CEC/93/EF 15, 5–7, May 1993.
18
CRC Report No. 537, “The Relationship Between Vehicle Fuel Temperature
point test indicates the earliest appearance of wax precipitation
and Ambient Temperature, 1981 CRC Kapuskasing Field Test,” December 1983.
that might result in plugging of fuel filters or fuel lines under 19
CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature Operability
prescribed cooling conditions. Although not 100 % failsafe, it Field Test,” September 1983.

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(5) CFPP was a better predictor than pour point, but both published by the U.S. Army Mobility Equipment Research and
methods over-predicted, minimum operating temperatures in Development Center (USAMERDC), Coating and Chemical
many vehicles. For this reason, these tests were judged Laboratory, and it is available from the National Technical
inadequate predictors of low-temperature performance and Information Service, Springfield, VA 22151, by requesting
dismissed from further consideration. Publication No. AD756-420.
(6) Cloud point and LTFT showed varying degrees of
X5.2.2 Where states are divided the divisions are noted on
predictive capability, and offered distinctively different advan-
the maps and table with the exception of California, which is
tages. Both predicted the performance of the base fuels well,
divided by counties as follows:
but LTFT more accurately predicted the performance of the
flow-improved fuels. On the other hand, cloud point came California, North Coast—Alameda, Contra Costa, Del
closest to a fail-safe predictor of vehicle performance for all Norte, Humbolt, Lake, Marin, Mendocino, Monterey, Napa,
vehicles. San Benito, San Francisco, San Mateo, Santa Clara, Santa
Since the 1981 field test, non-independent studies20 using Cruz, Solano, Sonoma, Trinity.
newer vehicles verified the suitability of the LTFT for North California, Interior—Lassen, Modoc, Plumas, Sierra,
American heavy-duty trucks. Users are advised to review these Siskiyou, Alpine, Amador, Butte, Calaveras, Colusa, El
and any more recent publications when establishing low Dorado, Fresno, Glenn, Kern (except that portion lying east of
temperature operability requirements and deciding upon test the Los Angeles County Aqueduct), Kings, Madera, Mariposa,
methods. Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus,
X5.1.3.1 Current Practices—It is recognized that fuel Sutter, Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
distributors, producers, and end users in the United States use California, South Coast—Orange, San Diego, San Luis
cloud point, CFPP, and LTFT to estimate vehicle low tempera- Obispo, Santa Barbara, Ventura, Los Angeles (except that
ture operability limits for diesel fuel. No independent data has portion north of the San Gabriel Mountain range and east of the
been published in recent years to determine test applicability Los Angeles County Aqueduct).
for today’s fuels and vehicles. California, Southeast—Imperial, Riverside, San Bernardino,
Los Angeles (that portion north of the San Gabriel Mountain
X5.2 Maps range and east of the Los Angeles County Aqueduct), Mono,
X5.2.1 The maps in the following figures were derived from Inyo, Kern (that portion lying east of the Los Angeles County
CCL Report No. 316, “A Predictive Study for Defining Aqueduct).
Limiting Temperatures and Their Application in Petroleum X5.2.3 The temperatures in CCL Report No. 316 were in
Product Specifications,” by John P. Doner. This report was degrees Fahrenheit. The degree Celsius temperatures in Ap-
pendix X5 were obtained by converting the original degree
20
SAE 962197, SAE 982576, SAE 2000-01-2883. Fahrenheit temperatures.

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FIG. X5.1 October—10th Percentile Minimum Temperatures

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FIG. X5.2 November—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.3 December—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.4 January—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.5 February—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.6 March—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.7 October—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.8 November—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.9 December—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.10 January—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.11 February—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.12 March—10th Percentile Minimum Ambient Air Temperatures

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TABLE X5.1 Tenth Percentile Minimum Ambient Air Temperatures for the United States (except Hawaii)
10th Percentile Temperature °C, min
State
Oct. Nov. Dec. Jan. Feb. March
Alabama 4 −3 −6 −7 −3 −2
Alaska Northern −25 −37 −45 −49 −47 −43
Southern −11 −13 −18 −32 −32 −29
South East −4 −11 −16 −19 −13 −12
Arizona North 34° latitude −4 −12 −14 −17 −16 −12
South 34° latitude 7 0 −2 −4 −3 −1
Arkansas 2 −4 −7 −11 −7 −3
California North Coast 3 0 −2 −2 −1 −1
Interior 2 −3 −4 −7 −6 −6
South Coast 6 2 0 −1 0 2
Southeast 1 −6 −8 −11 −7 −5
Colorado East 105° long −2 −12 −14 −19 −15 −12
West 105° long −8 −18 −25 −30 −24 −16
Connecticut −1 −7 −16 −17 −16 −9
Delaware 2 −3 −10 −11 −10 −6
Florida North 29° latitude 7 1 −2 −3 −1 2
South 29° latitude 14 7 3 3 5 7
Georgia 3 −2 −6 −7 −6 −2
Idaho −4 −13 −18 −21 −18 −13
Illinois North 40° latitude −1 −9 −19 −21 −18 −11
South 40° latitude 1 −7 −16 −17 −15 −8
Indiana −1 −7 −16 −18 −16 −9
Iowa −2 −13 −23 −26 −22 −16
Kansas −2 −11 −15 −19 −14 −13
Kentucky 1 −6 −13 −14 −11 −6
Louisiana 5 −1 −3 −4 −2 1
Maine −3 −10 −23 −26 −26 −18
Maryland 2 −3 −10 −12 −10 −4
Massachusetts −2 −7 −16 −18 −17 −10
Michigan −2 −11 −20 −23 −23 −18
Minnesota −4 −18 −30 −34 −31 −24
Mississippi 3 −3 −6 −6 −4 −1
Missouri 1 −7 −14 −16 −13 −8
Montana −7 −18 −24 −30 −24 −21
Nebraska −3 −13 −18 −22 −19 −13
Nevada North 38° latitude −7 −14 −18 −22 −18 −13
South 38° latitude 8 0 −3 −4 −2 1
New Hampshire −3 −8 −18 −21 −21 −12
New Jersey 2 −3 −11 −12 −11 −6
New Mexico North 34° latitude −2 −11 −14 −17 −14 −11
South 34° latitude 4 −4 −8 −11 −7 −3
New York North 42° latitude −3 −8 −21 −24 −24 −16
South 42° latitude −1 −5 −14 −16 −15 −9
North Carolina −1 −7 −10 −11 −9 −5
North Dakota −4 −20 −27 −31 −29 −22
Ohio −1 −7 −16 −17 −15 −9
Oklahoma 1 −8 −12 −13 −8 −7
Oregon East 122° long −6 −11 −14 −19 −14 −9
West 122° long 0 −4 −5 −7 −4 −3
Pennsylvania North 41° latitude −3 −8 −19 −20 −21 −15
South 41° latitude 0 −6 −13 −14 −14 −8
Rhode Island 1 −3 −12 −13 −13 −7
South Carolina 5 −1 −5 −5 −3 −2
South Dakota −4 −14 −24 −27 −24 −18
Tennessee 1 −5 −9 −11 −9 −4
Texas North 31° latitude 3 −6 −9 −13 −9 −7
South 31° latitude 9 2 −2 −3 −1 2
Utah −2 −11 −14 −18 −14 −8
Vermont −3 −8 −20 −23 −24 −15
Virginia 2 −3 −9 −11 −9 −4
Washington East 122° long −2 −8 −11 −18 −11 −8
West 122° long 0 −3 −3 −7 −4 −3
West Virginia −3 −8 −15 −16 −14 −9
Wisconsin −3 −14 −24 −28 −24 −18
Wyoming −4 −15 −18 −26 −19 −16

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 D975 − 24a

X6. MICROBIAL CONTAMINATION

X6.1 Uncontrolled microbial contamination in fuel systems understand how uncontrolled microbial contamination can
can cause or contribute to a variety of problems, including affect fuel quality.
increased corrosivity and decreased stability, filterability, and
caloric value. Microbial processes in fuel systems can also X6.3 Guide D6469 provides personnel with limited micro-
cause or contribute to system damage. biological background an understanding of the symptoms,
occurrences, and consequences of microbial contamination.
X6.2 Because the microbes contributing to the problems Guide D6469 also suggests means for detecting and controlling
listed in X6.1 are not necessarily present in the fuel itself, no microbial contamination in fuels and fuel systems. Good
microbial quality criterion for fuels is recommended. However,
housekeeping, especially keeping fuel dry, is critical.
it is important that personnel responsible for fuel quality

X7. GUIDANCE ON EVALUATION OF NEW MATERIALS FOR #1D AND #2D GRADES OF DIESEL FUELS

X7.1 The purpose of this Appendix is to give some general X7.5 It should be noted that fuel specifications other than
guidance from Subcommittee D02.E0 on evaluation of new Specification D975 have been and are being developed for fuel
materials for blends in or replacements for Specification D975, for compression ignition engines. Specification D6751 sets
Grades #1-D and #2-D type fuels. specifications for fatty acid alkyl esters (B100) to be used as an
alternative blendstock. Specification D7467 sets specifications
X7.2 ASTM International is an organization made up of for diesel blends containing biodiesel in the range of 6 % to
volunteers and open to all stakeholders and interested entities 20 %. Other new specifications are currently under develop-
including users of fuels, producers of fuels, and general ment. Some new materials may require additional new stan-
interests, including members of the public, and governmental dard specifications if they are significantly different than
and nongovernmental organizations. Technical committees and current diesel fuels and require different parameters to be
subcommittees of ASTM International do not certify, approve, controlled or different test methods to properly measure
reject, or endorse specific fuels. Rather, ASTM International required parameters.
Committee D02 on Petroleum Products and Lubricants and its
Subcommittee D02.E0 on Burner, Diesel, Non-Aviation Gas X7.6 Because the composition and properties of new fuels
Turbine, and Marine Fuels develop fuel specifications and with may vary, the particular path to a specification for a new fuel
other subcommittees, test methods for diesel fuels. These fuel may vary. Some current alternative fuels are similar to tradi-
specifications and test methods provide minimum requirements tional petroleum-refined diesel fuel while others are chemically
for properties of fuels covered by these documents in com- and physically different. Future fuels may vary even more.
merce and address the concerns of stakeholders, including that
fuels perform appropriately in the specified application. X7.7 Three areas for consideration when reviewing new
fuels alignment with existing standards or developing new
X7.3 Historically, diesel fuel has been hydrocarbon mol- standards are: test methods, chemical and physical limitations
ecules refined from petroleum. As a result, Specification D975 of fuels in existing specifications, and chemical and physical
has evolved to define performance requirements (and tests to limitations appropriate for new fuels. The test methods that
determine if those requirements were met) for diesel (compres- have been developed for existing compression ignition engine
sion ignition) engine fuels composed of conventional hydro- fuels may or may not be appropriate for a new fuel. Guidance
carbon oils refined from petroleum. Because the specification on materials used to develop a test method, and it’s
evolved to describe this type of fuel, some of the properties applicability, can generally be found in a test method’s scope
necessary for use in a compression ignition engine which are and precision statements. The test method may also work for
inherent in petroleum derived oils may not be addressed in other materials.
Specification D975.
X7.8 Applicability of the test method to materials outside its
X7.4 Specification D975, however, does not require that scope may be established by the subcommittee responsible for
fuels be derived from petroleum. Section 7.1 reads, “The the method. Also, Subcommittee D02.E0, during the specifi-
grades of diesel fuels herein specified shall be hydrocarbon cation development process, may determine that a test method
oils, except as provided in 7.3, with the addition of chemicals is applicable for specification purposes, even if the material is
to enhance performance, if required, conforming to the detailed not in the test method’s scope. Chemical and physical limits set
requirements shown in Table 1.” “Hydrocarbon oils, except as in existing standards may or may not be appropriate to the new
provided in 7.3,” provides a path to include other fuels and fuel or components. The new material may also require
blendstocks appropriate for inclusion in Specification D975. To chemical or physical limits that are not appropriate to fuels in
date, this path has been used by biodiesel, which is not refined existing standards. These along with other considerations may
from petroleum and is not hydrocarbon oil. indicate the need for separate new specifications. Although

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 D975 − 24a
each case will require a separate evaluation, logic suggests that or blendstock. Because D02 specifications are established
the fewer chemical and physical differences there are between based on technical data, such data should exist before the
the new fuel and traditional petroleum-based diesel fuel, the specification process moves forward. If such data does not
fewer differences in test methods and chemical or physical exist, it needs to be developed.
limits will be needed.
X7.10 This guidance is not all-encompassing and cannot
X7.9 If the proponent of the new fuel desires to move replace the judgment and process of a task force and subcom-
forward via the consensus process as described by ASTM mittee charged with evaluating a new fuel or blendstock.
bylaws and as implemented in Committee D02, then the However it may give some guidance to proponents or fuel
proponent or a task force including the fuel manufacturer or manufacturers who are considering participation in ASTM
proponent will bring forward ballot revisions to Specification Committee D02 and its subcommittees to promote the inclu-
D975 or a new specification appropriate for use of the new fuel sion of their new fuel or blendstock in ASTM standards.

X8. WATER AND SEDIMENT GUIDELINES

X8.1 Introduction done using Test Method D4176, Procedure 2. However, D4176
results are subjective and the temperature of the fuel evaluated
X8.1.1 This appendix provides guidance regarding the con-
is not specified. To comply with the workmanship requirement
trol of water and sediment (particulate) in the distribution and
fuel is expected to have less water than the Table 1 requirement
use of diesel fuels in modern compression ignition engines.
for “Water and Sediment” of less than 0.05 % by volume
The information in this appendix is intended to provide
determined using Test Method D2709. As an alternative to
additional information beyond the control of water and sedi-
D4176, Test Method D8148 may be used. It provides a
ment in D975 as prescribed in Table 1 utilizing test methods
quantitative measure of dispersed undissolved water known as
defined in 5.1.3.
the Haze Clarity Index (HCI) measured at a specified tempera-
X8.1.2 All parties involved in the production, distribution, ture of 22.0 °C 6 2 °C. It is believed that fuels having HCI
and use of fuels are advised that the engine requirements are values below 82 would not meet the workmanship require-
changing and everyone involved should take appropriate steps ments while fuels with values above 93 should meet workman-
to assure that clean and dry fuel is being delivered. ship requirements. Fuel samples with HCI values between 82
X8.1.3 All parties involved in the design, manufacture, and and 93 should be evaluated by an alternative means to
use of engines and/or equipment that use fuels are advised that determine if the fuel meets workmanship requirements. Diesel
on-board filtration and water removal systems should be fuel should never contain free water at the time it is introduced
installed and properly maintained such that clean, dry fuel into a vehicle or equipment fuel tank, but such a result can be
delivered to the engine and/or equipment is maintained. difficult to achieve when ‘warm’ fuel, saturated with dissolved
water cools. Under those circumstances, free water (or ice at
X8.2 Water temperatures below 0 °C) separates from the fuel. A good
industry practice is to drain any free water from a storage tank
X8.2.1 Water can be found at some concentration in all before the fuel is moved further through the distribution
marketplace fuels. Water can either be a separate phase (that is, system. Fuel tanks utilized for process flow control without
free water) or dissolved in the fuel. The amount of water that sufficient settling time cannot be utilized for water separation.
will dissolve in fuel is dependent on the temperature and For those tanks, water removal may be required downstream
chemical composition (including all blend components, prior to the delivery to the retail outlet or distributor. Options
additives, and impurities) of the fuel. For example, fuel stored for water removal include the addition of settling time in
at very cold temperatures, that is, –20 °C, can have very little tankage with water draw off, using appropriate water-
dissolved water, whereas fuel stored at high temperatures and absorption techniques, or adding water coalescing facilities at
high ambient humidity conditions, that is, 35 °C and 95 % point of fuelling equipment to ensure that only fuel with no free
relative humidity, can have a significantly higher concentration water (“dry fuel”) goes into the equipment’s fuel tank. Water-
of dissolved water. As another example, a highly aromatic fuel absorbing cartridge filters, which are designed to stop flowing
can hold more dissolved water than a highly paraffinic fuel, on exposure to water, can be used as an alert mechanism for the
while both fuels still meet all of the requirements of D975. The presence of free water in a fuel tank.
Test Method D2709 centrifuge test method for determination
of free water and sediment provides a cost effective screening X8.3 Sediment
procedure to determine relatively high levels of free water and X8.3.1 Sediment, otherwise known as particulates, can be
sediment, but cannot measure dissolved water. In contrast, the found in virtually all marketplace fuels. These particulates
Test Method D6304 and Test Method E1064 test methods come from a variety of sources including piping, storage tanks,
measure total water content (the sum of dissolved and free microbial contamination, fuel degradation products, and expo-
water). As required by the workmanship requirements of D975, sure to airborne particles during fuel transportation and han-
diesel fuel shall be visually free of undissolved water, dling. Engine/vehicle filtration systems are designed based on
sediment, and suspended matter. Typically this evaluation is the expectation that fuel introduced to the engine’s fuel tank

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 D975 − 24a
will meet certain cleanliness levels. Sediment or particulates in scribes the size of a typical particle that the filter will remove.
fuel can be measured in two fundamentally different ways: (1) The beta rating comes from the Multipass Method for Evalu-
mass of the total sediment or particulates per unit volume; or ating Filtration Performance of a Fine Filter Element (ISO
(2) particle size and count per unit volume. The quantity of 16889). The ratio is defined as the particle count upstream
insoluble fuel contaminants present in diesel fuel that does divided by the particle count downstream at the rated particle
contain biodiesel should be determined using Test Method size. The efficiency of the filter can be calculated directly from
D7321; however, D6217 should be limited only to diesel fuel the beta ratio because the percent capture efficiency is ((beta-
without biodiesel due to incompatibility of the specified filter 1)/beta) × 100. However, caution must be exercised when
media with the biodiesel present in biodiesel blend fuels.Fil- using beta ratios to compare filters because such ratios do not
tration can be put in place at various points in the fuel take into account actual operating conditions like flow surges,
production and distribution system to limit the amount of mounting orientation, vibration, and changes in temperature.
sediment or particulate that is introduced to the vehicle or As in all filtration system designs, the flow capacity and the
equipment fuel tank. Filtration at the point of fuel delivery into expected contamination level are critical to achieve an accept-
equipment is particularly important. Historically, sediment or able result. Table X8.2 provides an example of filter beta
particulate control by measurement of total mass or volume has ratings, particulate removal and percent efficiency.
been sufficient to determine fuel cleanliness. However, as fuel
injection system pressures and event precision requirements X8.4 Water and Sediment Controls
[including timing of injection events and multiple injections X8.4.1 Several strategies may be used separately or in
per power stroke] have increased, the fuel injection systems combination to control the amount of water and sediment that
have become far more sensitive to particle size and amounts. are ultimately delivered to the end user’s fuel tank.
ASTM has developed a particle size rating procedure that X8.4.2 One potential method for ensuring that clean and dry
describes particle size and related count information (Test fuel is delivered to the vehicle or equipment is to use high
Method D7619). Utilizing the particle size and count volume particulate filtration, combined with either water co-
information, fuel can be characterized by range numbers as alescing or water absorbing capability. Such a system should
described below (reference ISO 4406). As shown in Table be designed based upon expected local fuel quality, operating
X8.1, the number of particles counted per milliliter of fuel conditions and the customer’s needs. Factors to be considered
defines a “Range Code”. Particles are counted per particle size may include:
such that the number of particles is determined that are greater X8.4.2.1 The flow rating for the filtration, coalescer, or
than 4, 6, and 14 micrometers respectively. absorber being at least as high as the maximum expected fuel
X8.3.1.1 For example a fuel particle characterization of transfer rate;
18/16/13 would describe relatively cleaner fuel containing: X8.4.2.2 Selection of particulate filtration including both
18: 1300 to 2500 particles greater than or equal to 4 µm ⁄mL the micron and beta ratings based upon the application;
16: 320 to 640 particles greater than or equal to 6 µm ⁄mL
13: 40 to 80 particles greater than or equal to 14 µm ⁄mL X8.4.2.3 Selection of coalescer or water absorber capable of
removing visible free water in the fuel;
X8.3.1.2 Whereas a fuel particle characterization of 21/
X8.4.2.4 An automatic water drain system to remove sepa-
19/17 would describe a relatively dirtier fuel containing:
rated water.
21: 10 000 to 20 000 particles greater or equal to than 4 µm ⁄mL
19: 2500 to 5000 particles greater than or equal to 6 µm ⁄mL X8.4.3 Water separation through the use of a coalescer can
17: 640 to 1300 particles greater than or equal to 14 µm ⁄mL be adversely affected by polar substances either inherent in the
X8.3.2 Filtration specifications should include both a mi- fuel chemistry or added to the fuel. In fuel storage and delivery
cron rating and a beta rating. The absolute micron rating gives systems in which such materials are anticipated:
the size of the largest particle that will pass through openings X8.4.3.1 A water absorber may be preferable (see caution in
in the filter, although no standardized test method to determine Section X8.2.1), or
its value exists. In contrast, the nominal micron rating de- X8.4.3.2 If a coalescer is utilized, the water content in the
fuel should periodically be monitored downstream of the
TABLE X8.1 Particle Number Range Codes coalescer to assure dry fuel delivery to downstream users.
Range Code Chart
Particles per millilitre TABLE X8.2 Filter Beta Ratio
Range Code
More than Less than or Equal to Incoming Outgoing
21 10 000 20 000 Contaminant Contaminant
Beta Ratio Percent Efficiency
20 5000 10 000 Level Level
19 2500 5000 (particles/mL) (particles/mL)
18 1300 2500 500 000 2 50
17 640 1300 50 000 20 95
16 320 640 13 000 75 98.7
1 000 000
15 160 320 5000 200 99.5
14 80 160 1000 1000 99.9
13 40 80 100 10 000 99.99

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 D975 − 24a
SUMMARY OF CHANGES

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 24) that may impact the use of this standard. (Approved Aug. 1, 2024.)

(1) Revised subsection 5.1.12.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 23a) that may impact the use of this standard. (Approved May 1, 2024.)

(1) Revised definition of fuel contaminant in subsection 3.1.6.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 23) that may impact the use of this standard. (Approved Dec. 15, 2023.)

(1) Added Test Method D7321 to Section 2. (3) Added subsection X3.5.3.1.
(2) Revised subsections X3.5.3 and X8.3.1.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D975 – 22a) that may impact the use of this standard. (Approved Aug. 15, 2023.)

(1) Revised footnote 2. (4) Revised Table 1.

(2) Added Test Method D5186 to Section 2. (5) Revised subsections 5.1.11 and 5.1.12.
(3) Updated 40 CFR Part 80 to 40 CFR Part 1090.

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