An American National Standard

Designation: D 975 – 08a´1

Standard Specification for

Diesel Fuel Oils1
This standard is issued under the fixed designation D 975; 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 Department of Defense.

´1 NOTE—Removed effective date from Table 1 editorially in December 2008.

1. Scope* 1.1.7 Grade No. 4-D—A heavy distillate fuel, or a blend of

1.1 This specification covers seven grades of diesel fuel oils distillate and residual oil, for use in low- and medium-speed
suitable for various types of diesel engines. These grades are diesel engines in applications involving predominantly con-
described as follows: stant speed and load.
1.1.1 Grade No. 1-D S15—A special-purpose, light middle NOTE 1—A more detailed description of the grades of diesel fuel oils is
distillate fuel for use in diesel engine applications requiring a given in X1.2.
fuel with 15 ppm sulfur (maximum) and higher volatility than NOTE 2—The Sxxx designation has been adopted to distinguish grades
that provided by Grade No. 2-D S15 fuel.2 by sulfur rather than using words such as “Low Sulfur” as previously
1.1.2 Grade No. 1-D S500—A special-purpose, light middle 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
distillate fuel for use in diesel engine applications requiring a “regular” sulfur grades, the previous No. 1-D and No. 2-D. S500 grades
fuel with 500 ppm sulfur (maximum) and higher volatility than correspond to the previous “Low Sulfur” grades. S15 grades were not in
that provided by Grade No. 2-D S500 fuel.2 the previous grade system and are commonly referred to as “Ultra-Low
1.1.3 Grade No. 1-D S5000—A special-purpose, light Sulfur” grades or ULSD.
middle distillate fuel for use in diesel engine applications 1.2 This specification, unless otherwise provided by agree-
requiring a fuel with 5000 ppm sulfur (maximum) and higher ment between the purchaser and the supplier, prescribes the
volatility than that provided by Grade No. 2-D S5000 fuels. required properties of diesel fuels at the time and place of
1.1.4 Grade No. 2-D S15—A general purpose, middle delivery.
distillate fuel for use in diesel engine applications requiring a 1.2.1 Nothing in this specification shall preclude observance
fuel with 15 ppm sulfur (maximum). It is especially suitable for of federal, state, or local regulations which may be more
use in applications with conditions of varying speed and load.2 restrictive.
1.1.5 Grade No. 2-D S500—A general-purpose, middle
distillate fuel for use in diesel engine applications requiring a NOTE 3—The generation and dissipation of static electricity can create
problems in the handling of distillate diesel fuel oils. For more informa-
fuel with 500 ppm sulfur (maximum). It is especially suitable
tion on the subject, see Guide D 4865.
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
1.1.6 Grade No. 2-D S5000—A general-purpose, middle standard. No other units of measurement are included in this
distillate fuel for use in diesel engine applications requiring a standard.
fuel with 5000 ppm sulfur (maximum), especially in conditions
2. Referenced Documents
of varying speed and load.
2.1 ASTM Standards:3
D 56 Test Method for Flash Point by Tag Closed Cup Tester
1
This specification is under the jurisdiction of ASTM Committee D02 on D 86 Test Method for Distillation of Petroleum Products at
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee Atmospheric Pressure
D02.E0.02 on Diesel Fuel Oils.
Current edition approved Oct. 1, 2008. Published October 2008. Originally
approved in 1948. Last previous edition approved in 2008 as D 975–08.
2
This fuel complies with 40 CFR Part 80—Control of Air Pollution from New
3
Motor Vehicles: Heavy–Duty Engines and Vehicle Standards and Highway Diesel For referenced ASTM standards, visit the ASTM website, [Link], or
Fuel Sulfur Control Requirements: Final Rule. Regulation of Fuels and Fuel contact ASTM Customer Service at service@[Link]. For Annual Book of ASTM
Additives: Fuel Quality Regulations for Highway Diesel Fuel Sold in 1993 and Standards volume information, refer to the standard’s Document Summary page on
Later Calendar Years. 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.

1
 D 975 – 08a´1
D 93 Test Methods for Flash Point by Pensky-Martens D 5453 Test Method for Determination of Total Sulfur in
Closed Cup Tester Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D 129 Test Method for Sulfur in Petroleum Products (Gen- Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
eral Bomb Method) D 5771 Test Method for Cloud Point of Petroleum Products
D 130 Test Method for Corrosiveness to Copper from (Optical Detection Stepped Cooling Method)
Petroleum Products by Copper Strip Test D 5772 Test Method for Cloud Point of Petroleum Products
D 445 Test Method for Kinematic Viscosity of Transparent (Linear Cooling Rate Method)
and Opaque Liquids (and Calculation of Dynamic Viscos- D 5773 Test Method for Cloud Point of Petroleum Products
ity) (Constant Cooling Rate Method)
D 482 Test Method for Ash from Petroleum Products D 5842 Practice for Sampling and Handling of Fuels for
D 524 Test Method for Ramsbottom Carbon Residue of Volatility Measurement
Petroleum Products D 5854 Practice for Mixing and Handling of Liquid
D 613 Test Method for Cetane Number of Diesel Fuel Oil Samples of Petroleum and Petroleum Products
D 1266 Test Method for Sulfur in Petroleum Products D 6078 Test Method for Evaluating Lubricity of Diesel
(Lamp Method) Fuels by the Scuffing Load Ball-on-Cylinder Lubricity
Evaluator (SLBOCLE)
D 1319 Test Method for Hydrocarbon Types in Liquid
D 6079 Test Method for Evaluating Lubricity of Diesel
Petroleum Products by Fluorescent Indicator Adsorption
Fuels by the High-Frequency Reciprocating Rig (HFRR)
D 1552 Test Method for Sulfur in Petroleum Products
D 6217 Test Method for Particulate Contamination in
(High-Temperature Method)
Middle Distillate Fuels by Laboratory Filtration
D 1796 Test Method for Water and Sediment in Fuel Oils by D 6371 Test Method for Cold Filter Plugging Point of
the Centrifuge Method (Laboratory Procedure) Diesel and Heating Fuels
D 2274 Test Method for Oxidation Stability of Distillate D 6468 Test Method for High Temperature Stability of
Fuel Oil (Accelerated Method) Middle Distillate Fuels
D 2500 Test Method for Cloud Point of Petroleum Products D 6469 Guide for Microbial Contamination in Fuels and
D 2622 Test Method for Sulfur in Petroleum Products by Fuel Systems
Wavelength Dispersive X-ray Fluorescence Spectrometry D 6751 Specification for Biodiesel Fuel Blend Stock
D 2624 Test Methods for Electrical Conductivity of Avia- (B100) for Middle Distillate Fuels
tion and Distillate Fuels D 6890 Test Method for Determination of Ignition Delay
D 2709 Test Method for Water and Sediment in Middle and Derived Cetane Number (DCN) of Diesel Fuel Oils by
Distillate Fuels by Centrifuge Combustion in a Constant Volume Chamber
D 2880 Specification for Gas Turbine Fuel Oils D 6898 Test Method for Evaluating Diesel Fuel Lubricity
D 2887 Test Method for Boiling Range Distribution of by an Injection Pump Rig
Petroleum Fractions by Gas Chromatography 2.2 Other Documents:
D 3117 Test Method for Wax Appearance Point of Distillate 26 CFR Part 48 Manufacturers and Realtors Excise Taxes4
Fuels 40 CFR Part 80 Regulation of Fuels and Fuel Additives4
D 3120 Test Method for Trace Quantities of Sulfur in Light API RP 2003 Protection Against Ignitions Arising Out of
Liquid Petroleum Hydrocarbons by Oxidative Microcou- Static, Lightning, and Stray Currents5
lometry EN 14078 Liquid petroleum products - Determination of
D 3828 Test Methods for Flash Point by Small Scale Closed fatty acid methyl esters (FAME) in middle distillates -
Cup Tester Infrared spectroscopy method6
D 4057 Practice for Manual Sampling of Petroleum and 3. Terminology
Petroleum Products
D 4177 Practice for Automatic Sampling of Petroleum and 3.1 Definitions:
Petroleum Products 3.1.1 biodiesel, n—fuel comprised of mono-alkyl esters of
long chain fatty acids derived from vegetable oils or animal
D 4294 Test Method for Sulfur in Petroleum and Petroleum
fats, designated B100.
Products by Energy Dispersive X-ray Fluorescence Spec-
3.1.2 biodiesel blend (BXX), n—blend of biodiesel fuel with
trometry
diesel fuel oils.
D 4306 Practice for Aviation Fuel Sample Containers for
[Link] Discussion—In the abbreviation, BXX, the XX
Tests Affected by Trace Contamination
represents the volume percentage of biodiesel fuel in the blend.
D 4308 Test Method for Electrical Conductivity of Liquid 3.2 Definitions of Terms Specific to This Standard:
Hydrocarbons by Precision Meter
D 4539 Test Method for Filterability of Diesel Fuels by
Low-Temperature Flow Test (LTFT) 4
Available from U.S. Government Printing Office, Superintendent of Docu-
D 4737 Test Method for Calculated Cetane Index by Four ments, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401.
5
Variable Equation Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036, [Link]
D 4865 Guide for Generation and Dissipation of Static 6
Available from the National CEN members listed on the CEN website
Electricity in Petroleum Fuel Systems ([Link]) or from the CEN/TC 19 Secretariat (astm.@[Link]).

2
 D 975 – 08a´1
3.2.1 S(numerical specification maximum)—indicates the D 2887 shall be reported as “Predicted D86” results by
maximum sulfur content, in weight ppm (µg/g), allowed by this application of the correlation in Appendix X5 of Test Method
specification in a diesel fuel grade. D 2887 to convert the values. In case of dispute, Test Method
[Link] Discussion—Of the seven diesel fuel grades speci- D 86 shall be the referee method. Grade No. 4-D does not have
fied in this standard, six have important distinguishing maxi- distillation requirements.
mum sulfur regulatory requirements. These are Grades No. 1-D 5.1.7 Viscosity—Test Method D 445 is used for all fuel
S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D grades in Table 1.
S500 and No. 2-D S5000. The seventh grade, No. 4-D, is
distinguished from these other grades by many major proper- 5.1.8 Sulfur—The following list shows the referee test
ties in addition to sulfur (unregulated maximum), and therefore methods and alternate test methods for sulfur, the range over
is not included in this designation system. Thus, Grade No. 4-D which each test method applies and the corresponding fuel
does not have the designation S20000 as part of its grade name. grades.
Sulfur
Range Grades
4. Sampling, Containers, and Sample Handling Test Method
D 129 >0.1 mass % No. 1-D S5000, No. 2-D S5000,
4.1 It is strongly advised to review all test methods prior to (referee) No. 4-D
sampling to understand the importance and effects of sampling D 1266 0.0005 to 0.4 mass % No. 1-D S500, No. 2-D S500
5 to 4000 mg/kg (wt ppm)
technique, proper containers, and special handling required for D 1552 >0.06 mass % No. 1- D S5000, No. 2-D S5000,
each test method. No. 4-D
4.2 Correct sampling procedures are critical to obtaining a D 2622 0.0003 to 5.3 mass % All Grades
(referee for 3 to 53 000 mg/kg (wt ppm)
representative sample of the diesel fuel oil to be tested. Refer S500 Grades)
to Appendix X2 for recommendations. The recommended D 3120 3.0 to 100 mg/kg (wt ppm) No. 1-D S15, No. 2-D S15
procedures or practices provide techniques useful in the proper No. 1-D S500, No. 2-D S500
(S500 grades must be diluted
sampling or handling of diesel fuels. before testing)
D 4294 0.0150 to 5.00 mass % No. 1- D S5000, No. 2-D S5000,
5. Test Methods 150 to 50 000 mg/kg (wt ppm) No. 4-D
D 5453 0.0001 to 0.8 mass % All Grades
5.1 The requirements enumerated in this specification shall (referee for 1.0 to 8000 mg/kg (wt ppm)
be determined in accordance with the following methods: S15 grades)
5.1.1 Flash Point—Test Methods D 93, except where other
NOTE 4—The units used to report results in the above test methods are:
methods are prescribed by law. For all grades, Test Method
D 129 mass %
D 3828 may be used as an alternate with the same limits. For D 1266 mass %
Grades No. 1-D S15, No. 1-D S500 , No. 1-D S5000, No. 2-D D 1552 mass %
S15, No. 2-D S500, and No. 2-D S5000, Test Method D 56 D 2622 mass %
D 3120 ppm (µg/g)
may be used as an alternate with the same limits, provided the D 4294 mass %
flash point is below 93°C and the viscosity is below 5.5 mm2/s D 5453 ppm (µg/g)
at 40°C. This test method will give slightly lower values. In
Results reported in mg/kg and in ppm (µg/g) are numerically the same.
cases of dispute, Test Methods D 93 shall be used as the referee The units used in Table 1 for the sulfur requirements are the units in which
method. Test Method D 56 can not be used as the alternate results for the referee test are reported.
method for Grade No. 4-D because its minimum viscosity limit
is 5.5 mm2/s at 40°C. 5.1.9 Copper Corrosion—Test Method D 130, 3-h test at a
5.1.2 Cloud Point—Test Method D 2500. For all fuel grades minimum control temperature of 50°C. This test method is
in Table 1, the automatic Test Methods D 5771, D 5772, or used for fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D
D 5773 can be used as alternates with the same limits. Test S5000, No. 2-D S15, No. 2-D S500 and No. 2-D S5000. Grade
Method D 3117 can also be used since it is closely related to No. 4-D does not have a copper corrosion requirement.
Test Method D 2500. In case of dispute, Test Method D 2500 5.1.10 Cetane Number—Test Method D 613 is used for all
shall be the referee method. fuel grades in Table 1. Test Method D 6890 is used for all No.
5.1.3 Water and Sediment—Test Method D 2709 is used for 1-D and No. 2-D grades with the DCN result being compared
fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. to the cetane number specification requirement of 40. Test
2-D S15, No. 2-D S500, and No. 2-D S5000. Test Method Method D 613 shall be the referee method.
D 1796 is used for Grade No. 4-D.
5.1.11 Cetane Index—Test Methods D 976–80 is used for
5.1.4 Carbon Residue—Test Method D 524 is used for fuel
fuel Grades No. 1-D S15, No. 1-D S500, No. 2-D S15 and No.
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 2-D S500. Grades No. 1-D S5000, No. 2-D S5000 and No. 4-D
not have a limit for carbon residue. do not have an aromatics content requirement, so do not use
5.1.5 Ash—Test Method D 482 is used for all grades in this test method as a surrogate for aromatics content.
Table 1. 5.1.12 Aromaticity—Test Method D 1319. This test method
5.1.6 Distillation—Test Method D 86 is used for Grades provides an indication of the aromatics content of fuels. For
No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. fuels with a maximum final boiling point of 315°C, this method
2-D S500, and No. 2-D S5000. For all grades, Test Method is a measurement of the aromatic content of the fuel. This test
D 2887 can be used as an alternate. Results from Test Method method is used for fuel Grades No. 1-D S15, No. 1-D S500,

3
 D 975 – 08a´1
TABLE 1 Detailed Requirements for Diesel Fuel OilsA
ASTM Grade
Property Test No. 1-D No. 1-D No. 1-D No. 2-D No. 2-D No. 2-D
MethodB No. 4-DD
S15 S500C S5000D S15E S500C,E S5000D,E
Flash Point, °C, min. D 93 38 38 38 52E 52E 52E 55
Water and Sediment, % vol, max D 2709 0.05 0.05 0.05 0.05 0.05 0.05 ...
D 1796 ... ... ... ... ... ... 0.50
Distillation Temperature, °C 90 %, % vol recovered D 86
min ... ... ... 282E 282E 282E ...
max 288 288 288 338 338 338 ...
Kinematic Viscosity, mm2/S at 40°C D 445
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 % mass, max D 482 0.01 0.01 0.01 0.01 0.01 0.01 0.10
Sulfur, ppm (µg/g)F max D 5453 15 ... ... 15 ... ... ...
% mass, max D 2622G ... 0.05 ... ... 0.05 ... ...
% mass, max D 129 ... ... 0.50 ... ... 0.50 2.00
Copper strip corrosion rating, max D 130 No. 3 No. 3 No. 3 No. 3 No. 3 No. 3 ...
(3 h at a minimum control temperature of 50°C)
Cetane number, minH D 613 40I 40I 40I 40I 40I 40I 30I
One of the following properties must
be met:
(1) Cetane index, min. D 976–80G 40 40 ... 40 40 ... ...
(2) Aromaticity, % vol, max D 1319G 35 35 ... 35 35 ... ...
Operability Requirements
J J J J J J
Cloud point, °C, max D 2500 ...
or
LTFT/CFPP, °C, max D 4539/
D 6371
Ramsbottom carbon residue on 10 % D 524 0.15 0.15 0.15 0.35 0.35 0.35 ...
distillation residue, % mass, max
Lubricity, HFRR @ 60°C, micron, max D 6079 520 520 520 520 520 520 ...
Conductivity, pS/m or Conductivity Units (C.U.), min D 2624/D 4308 25K 25K 25K 25K 25K 25K ...
A
To meet special operating conditions, modifications of individual limiting requirements may be agreed upon between purchaser, seller, and manufacturer.
B
The test methods indicated are the approved referee methods. Other acceptable methods are indicated in 5.1.
C
Under United States regulations, if Grades No. 1–D S500 or No. 2–D S500 are 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 per thousand barrels of the solid dye standard Solvent
Red 26, or the tax must be collected.
D
Under United States regulations, Grades No.1–D S5000, No. 2–D S5000, and No. 4–D are required by 40 CFR Part 80 to contain a sufficient amount of the dye Solvent
Red 164 so its presence is visually apparent. 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 per thousand barrels of the solid dye standard Solvent Red 26.
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 are specified in 40 CFR Part 80.
H
Where cetane number by Test Method D 613 is not available, Test Method D 4737 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
It is unrealistic to specify low temperature properties that will ensure satisfactory operation at all ambient conditions. In general, cloud point (or wax appearance 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 S500; No. 2–D S500;
and No. 1–D S5000 and No. 2–D S5000 diesel fuel oils. However, satisfactory operation below the cloud point (or wax appearance 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 D 4539 and D 6371 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 may be used to estimate
expected regional target temperatures for use with Test Methods D 2500, D 4539, and D 6371. Refer to X5.1.3 for further general guidance on test application.
K
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 8.2 for detailed requirements) into mobile transport (for example, tanker trucks, rail
cars, and barges).

No. 2-D S15 and No. 2-D S500. Grades No. 1-D S5000, No. 6. Workmanship
2-D S5000 and No. 4-D do not have an aromatics content
6.1 The diesel fuel shall be visually free of undissolved
requirement.
water, sediment, and suspended matter.
5.1.13 Lubricity—Test Method D 6079.
5.1.14 Conductivity—Both conductivity test methods, Test
7. Requirements
Methods D 2624 and D 4308 are allowed for all grades of No.
1 and No. 2 diesel fuels. There is no conductivity requirement 7.1 The grades of diesel fuel oils herein specified shall be
for No. 4 diesel fuel. For conductivities below 1 pS/m, Test hydrocarbon based oils conforming to the detailed require-
Method D 4308 is preferred. ments shown in Table 1.

4
 D 975 – 08a´1
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

7.2 Grades No. 2-D S15, No. 2-D S500 and No. 2–D meet the minimum conductivity requirement, then initial addi-
S5000—When a cloud point less than −12°C is specified, as tive treatment should allow for temperature, commingling,
can occur during cold months, it is permitted and normal distribution, and adequate mixing effects to ensure the mini-
blending practice to combine Grades No. 1 and No. 2 to meet mum conductivity is attained at the point of delivery into
the low temperature requirements. In that case, the minimum mobile transport. For more information on this subject, please
flash point shall be 38°C, the minimum viscosity at 40°C shall refer to Guide D 4865 and Test Method D 2624.
be 1.7 mm2/s, and the minimum 90 % recovered temperature 8.2 Accumulation of static charge occurs when a hydrocar-
shall be waived. bon liquid flows with respect to another surface. The electrical
7.3 Fuels Blended with Biodiesel—The detailed require- conductivity requirement of 25 pS/m minimum at temperature
ments for fuels blended with biodiesel shall be as follows: of delivery shall apply when the transfer conditions in Table 2
7.3.1 Biodiesel for Blending—If biodiesel is a component of exist for the delivery.
any diesel fuel, the biodiesel shall meet the requirements of 8.3 Fuel handlers should not be lulled into a false sense of
Specification D 6751. security if the fuel meets or exceeds the minimum conductivity
7.3.2 Diesel fuel oil containing up to 5 vol% biodiesel shall requirement. Improved fuel conductivity will accelerate the
meet the requirements for the appropriate grade No. 1-D or No. dissipation of electric charge but not eliminate the risks
2-D fuel, as listed in Table 1. associated with handling combustible or flammable fuels. Fuel
7.3.3 Test Method EN 14078 shall be used for determina- handlers are encouraged to use industry-recommended safety
tion of the vol% biodiesel in a biodiesel blend. practices to minimize the risk associated with handling fuel.
7.3.4 Diesel fuels containing more than 5 vol% biodiesel One such safe operating practice recommends lower maximum
component are not included in this specification. flowrates upon initial loading procedures. Loading operations
7.3.5 Biodiesel blends with No. 4–D fuel are not covered by involving “switch-loading” of tanker trucks and other vessels
this specification. pose increased risks.
8.4 There is some concern over excessive additization of
8. Precautionary Notes on Conductivity diesel fuel with static dissipater additives. A potential concern
8.1 Due to the normal depletion of fuel conductivity during includes failure of exposed electrical equipment immersed in
commingling, storage, and distribution, or at low temperatures, over-additized fuel. Another concern is potential interference
the fuel should be sufficiently treated, if needed with conduc- with the properties of adjacent products in pipeline. Fuel
tivity improver additives (also called static dissipater additives handlers using static dissipater additives should employ effec-
(SDA)) to ensure that the electrical conductivity requirement is tive controls to prevent over-additizing diesel fuel.
met. The method of fuel distribution and temperature at the
point of delivery into mobile transport may require a substan- 9. Keywords
tially greater conductivity level than 25 pS/m at the point of 9.1 biodiesel; biodiesel blend; diesel; fuel oil; petroleum
additive treatment. If a static dissipater additive is needed to and petroleum products

APPENDIXES

(Nonmandatory Information)

X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR DIESEL FUEL OILS

X1.1 Introduction may be produced within the boiling range of 150 and 400°C
X1.1.1 The properties of commercial fuel oils depend on the having many possible combinations of various properties, such
refining practices employed and the nature of the crude oils as volatility, ignition quality, viscosity, and other characteris-
from which they are produced. Distillate fuel oils, for example, tics.

5
 D 975 – 08a´1
X1.2 Grades applicable for use in low- and medium-speed diesel engines in
applications necessitating sustained loads at substantially con-
X1.2.1 This specification is intended as a statement of
stant speed.
permissible limits of significant fuel properties used for speci-
fying the wide variety of commercially available diesel fuel X1.3 Selection of Particular Grade
oils. Limiting values of significant properties are prescribed for
seven grades of diesel fuel oils. These grades and their general X1.3.1 The selection of a particular diesel fuel oil from one
applicability for use in diesel engines are broadly indicated as of these seven ASTM grades for use in a given engine requires
follows: consideration of the following factors:
X1.3.1.1 Fuel price and availability,
X1.2.2 Grade No. 1-D S15—Grade No. 1-D S15 comprises
X1.3.1.2 Maintenance considerations,
the class of very low sulfur, volatile fuel oils from kerosine to
X1.3.1.3 Engine size and design,
the intermediate middle distillates. Fuels within this grade are
X1.3.1.4 Emission control systems,
applicable for use in (1) high-speed diesel engines and diesel
X1.3.1.5 Speed and load ranges,
engine applications that require ultra-low sulfur fuels, (2) X1.3.1.6 Frequency of speed and load changes, and
applications necessitating frequent and relatively wide varia- X1.3.1.7 Atmospheric conditions. Some of these factors can
tions in loads and speeds, and (3) applications where abnor- influence the required fuel properties outlined as follows:
mally low operating temperatures are encountered.
X1.2.3 Grade No. 1-D S500—Grade No. 1-D S500 com- X1.4 Cetane Number
prises the class of low-sulfur, volatile fuel oils from kerosine to X1.4.1 Cetane number is a measure of the ignition quality of
the intermediate middle distillates. Fuels within this grade are the fuel and influences combustion roughness. The cetane
applicable for use in (1) high-speed diesel engines that require number requirements depend on engine design, size, nature of
low sulfur fuels, (2) in applications necessitating frequent and speed and load variations, and on starting and atmospheric
relatively wide variations in loads and speeds, and (3) in conditions. Increase in cetane number over values actually
applications where abnormally low operating temperatures are required does not materially improve engine performance.
encountered. Accordingly, the cetane number specified should be as low as
X1.2.4 Grade No. 1-D S5000—Grade No. 1-D S5000 possible to assure maximum fuel availability.
comprises the class of volatile fuel oils from kerosine to the
intermediate middle distillates. Fuels within this grade are X1.5 Distillation
applicable for use in high-speed diesel engines applications X1.5.1 The fuel volatility requirements depend on engine
necessitating frequent and relatively wide variations in loads design, size, nature of speed and load variations, and starting
and speeds, and also for use in cases where abnormally low and atmospheric conditions. For engines in services involving
operating temperatures are encountered. rapidly fluctuating loads and speeds as in bus and truck
X1.2.5 Grade No. 2-D S15—Grade No. 2-D S15 includes operation, the more volatile fuels may provide best perfor-
the class of very low sulfur, middle distillate gas oils of lower mance, particularly with respect to smoke and odor. However,
volatility than Grade No. 1-D S15. These fuels are applicable best fuel economy is generally obtained from the heavier types
for use in (1) high speed diesel engines and diesel engine of fuels because of their higher heat content.
applications that require ultra-low sulfur fuels, (2) applications
necessitating relatively high loads and uniform speeds, or (3) X1.6 Viscosity
diesel engines not requiring fuels having higher volatility or X1.6.1 For some engines it is advantageous to specify a
other properties specified in Grade No. 1-D S15. minimum viscosity because of power loss due to injection
X1.2.6 Grade No. 2-D S500—Grade No. 2-D S500 includes pump and injector leakage. Maximum viscosity, on the other
the class of low-sulfur, middle distillate gas oils of lower hand, is limited by considerations involved in engine design
volatility than Grade No. 1-D S500. These fuels are applicable and size, and the characteristics of the injection system.
for use in (1) high-speed diesel engine applications that require
low sulfur fuels, (2) applications necessitating relatively high X1.7 Carbon Residue
loads and uniform speeds, or (3) diesel engines not requiring X1.7.1 Carbon residue gives a measure of the carbon
fuels having higher volatility or other properties specified for depositing tendencies of a fuel oil when heated in a bulb under
Grade No. 1-D S500. prescribed conditions. While not directly correlating with
X1.2.7 Grade No. 2-D S5000—Grade No. 2-D S5000 engine deposits, this property is considered an approximation.
includes the class of middle distillate gas oils of lower
volatility than Grade No. 1-D S5000. These fuels are appli- X1.8 Sulfur
cable for use in (1) high-speed diesel engines in applications X1.8.1 The effect of sulfur content on engine wear and
necessitating relatively high loads and uniform speeds, or (2) in deposits appears to vary considerably in importance and
diesel engines not requiring fuels having higher volatility or depends largely on operating conditions. Fuel sulfur can affect
other properties specified for Grade No. 1-D S5000. 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.

6
 D 975 – 08a´1
X1.9 Flash Point X1.14 Cetane Index
X1.9.1 The flash point as specified is not directly related to X1.14.1 Cetane Index is specified as a limitation on the
engine performance. It is, however, of importance in connec- amount of high aromatic components in Grades No. 1-D S15,
tion with legal requirements and safety precautions involved in No. 1-D S500, No. 2-D S15 and No. 2-D S500.
fuel handling and storage, and is normally specified to meet
X1.15 Other
insurance and fire regulations.
X1.15.1 Microbial Contamination—Refer to Guide D 6469
X1.10 Cloud Point for a discussion of this form of contamination.
X1.10.1 Cloud point is of importance in that it defines the X1.16 Conductivity
temperature at which a cloud or haze of wax crystals appears X1.16.1 Electrical conductivity of fuels is an important
in the oil under prescribed test conditions which generally consideration in the safe handling characteristics of any fuel.
relates to the temperature at which wax crystals begin to The risk associated with explosions due to static electrical
precipitate from the oil in use. discharge depends on the amount of hydrocarbon and oxygen
in the vapor space and the energy and duration of a static
X1.11 Ash discharge. There are many factors that can contribute to the
X1.11.1 Ash-forming materials may be present in fuel oil in high risk of explosion. For Ultra Low Sulfur Diesel (ULSD)
two forms: (1) abrasive solids, and (2) soluble metallic soaps. fuels in particular, electrical conductivity may likely be very
Abrasive solids contribute to injector, fuel pump, piston and low before the addition of static dissipater additive (SDA). The
ring wear, and also to engine deposits. Soluble metallic soaps intent of this requirement is to reduce the risk of electrostatic
have little effect on wear but may contribute to engine deposits. ignitions while filling tank trucks, barges, ship compartments,
and rail cars, where flammable vapors from the past cargo may
X1.12 Copper Strip Corrosion be present. Generally, it does not apply at the retail level where
flammable vapors are usually absent. Those parties handling
X1.12.1 This test serves as a measure of possible difficulties any fuel are advised to review Guide D 4865 as well as API RP
with copper and brass or bronze parts of the fuel system. 2003 and ISGOTT.7
X1.16.2 Conductivity is known to be highly dependent on
X1.13 Aromaticity temperature. The conductivity requirement in Table 1 will
X1.13.1 This test is used as an indication of the aromatics decrease the risk, but it will not eliminate it.
content of diesel fuel. Aromatics content is specified to prevent X1.16.3 Fig. X1.1 presents the response of conductivity to
an increase in the average aromatics content in Grades No. 1-D temperature for some typical diesel fuels.
S15, No. 1-D S500, No. 2-D S15 and No. 2-D S500 fuels and
is required by 40 CFR Part 80. Increases in aromatics content 7
ISGOTT (International Safety Guide for Oil Tankers and Terminals), 5th
of fuels over current levels may have a negative impact on edition, Oil Companies International Marine Forum (OCIMF), London, England,
emissions. [Link].

7
 D 975 – 08a´1

FIG. X1.1 Conductivity Varies with Temperature

X2. SAMPLING, CONTAINERS AND SAMPLE HANDLING

X2.1 Introduction tion for tests sensitive to trace contamination may be useful.
X2.1.1 This appendix provides guidance on methods and Practice D 5854 for procedures on container selection and
techniques for the proper sampling of diesel fuel oils. As diesel sample mixing and handling is recommended. For cetane
fuel oil specifications become more stringent and contaminants number determination protection from light is important.
and impurities become more tightly controlled, even greater Collection and storage of diesel fuel oil samples in an opaque
care needs to be taken in collecting and storing samples for container, such as a dark brown glass bottle, metal can, or a
quality assessment. minimally reactive plastic container to minimize exposure to
UV emissions from sources such as sunlight or fluorescent
X2.2 Sampling, Containers and Sample Handling lamps, is recommended. According to Paragraph 8.2 of Test
Recommendations Method D 6079, “Because of sensitivity of lubricity measure-
X2.2.1 Appropriate manual method sampling procedures ments to trace materials, sample containers shall be only fully
can be found in Practice D 4057 and automatic method epoxy-lined metal, amber borosilicate glass, or polytetrafluo-
sampling is covered in Practice D 4177. roethylene as specified in Practice D 4306.”
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 D 5842 for special precautions recommended for representa-
test results. Practice D 4306 for aviation fuel container selec- tive sampling and handling techniques may be appropriate.

X3. STORAGE AND THERMAL STABILITY OF DIESEL FUELS

X3.1 Scope storage or use in severe applications requires attention to fuel

X3.1.1 This appendix provides guidance for consumers of selection, storage conditions, handling and monitoring of
diesel fuels who may wish to store quantities of fuels for properties during storage and prior to use.
extended periods or use the fuel in severe service or high X3.1.2 Normally produced fuels have adequate stability
temperature applications. Fuels containing residual compo- properties to withstand normal storage and use without the
nents are excluded. Consistently successful long-term fuel formation of troublesome amounts of insoluble degradation

8
 D 975 – 08a´1
products. Fuels that are to be stored for prolonged periods or X3.4 Fuel Additives
used in severe applications should be selected to avoid forma- X3.4.1 Available fuel additives can improve the suitability
tion of sediments or gums, which can overload filters or plug of marginal fuels for long-term storage and thermal stability,
injectors. Selection of these fuels should result from supplier- but may be unsuccessful for fuels with markedly poor stability
user discussions. properties. Most additives should be added at the refinery or
X3.1.3 These suggested practices are general in nature and during the early weeks of storage to obtain maximum benefits.
should not be considered substitutes for any requirements X3.4.2 Biocides or biostats destroy or inhibit the growth of
imposed by the warranty of the distillate fuel equipment fungi and bacteria, which can grow at fuel-water interfaces to
manufacturer or by federal, state, or local government regula- give high particulate concentrations in the fuel. Available
tions. Although they cannot replace a knowledge of local biocides are soluble in both the fuel and water or in the water
conditions or good engineering and scientific judgment, these phase only.
suggested practices do provide guidance in developing an
individual fuel management system for the middle distillate X3.5 Tests for Fuel Quality
fuel user. They include suggestions in the operation and X3.5.1 At the time of manufacture, the storage stability of
maintenance of existing fuel storage and handling facilities and fuel may be assessed using Test Method D 2274 or D 5304.
for identifying where, when, and how fuel quality should be However, these accelerated stability tests may not correlate
monitored or selected for storage or severe use. well with field storage stability due to varying field conditions
and to fuel composition.
X3.2 Definitions X3.5.2 Performance criteria for accelerated stability tests
X3.2.1 bulk fuel—fuel in the storage facility. that assure satisfactory long-term storage of fuels have not
X3.2.2 fuel contaminants—foreign materials that make fuel been established.
less suitable or unsuitable for the intended use. X3.5.3 Test Method D 6468, provides an indication of
X3.2.2.1 Discussion—Fuel contaminants include materials thermal oxidative stability of middle distillate fuels when
introduced subsequent to the manufacture of fuel and fuel heated to temperatures near 150°C.
degradation products.
X3.2.3 fuel-degradation products—those materials that are X3.6 Fuel Monitoring
formed in fuel during extended storage or exposure to high X3.6.1 A plan for monitoring the quality of bulk fuel during
temperatures. prolonged storage is an integral part of a successful program. A
X3.2.3.1 Discussion—Insoluble degradation products may plan to replace aged fuel with fresh product at established
combine with other fuel contaminants to reinforce deleterious intervals is also desirable.
effects. Soluble degradation products (soluble gums) are less X3.6.2 Stored fuel should be periodically sampled and its
volatile than fuel and may carbonize to form deposits due to quality assessed. Practice D 4057 provides guidance for sam-
complex interactions and oxidation of small amounts of pling. Fuel contaminants and degradation products will usually
olefinic or sulfur-, oxygen- or nitrogen-containing compounds settle to the bottom of a quiescent tank. A “Bottom” or
present in fuels. The formation of degradation products may be “Clearance” sample, as defined in Practice D 4057, should be
catalyzed by dissolved metals, especially copper salts. When included in the evaluation along with an “All Level” sample.
dissolved copper is present it can be deactivated with metal X3.6.3 The quantity of insoluble fuel contaminants present
deactivator additives. in fuel can be determined using Test Method D 6217.
X3.2.4 long-term storage—storage of fuel for longer than X3.6.4 Test Method D 6468, can be used for investigation
12 months after it is received by the user. of operational problems that might be related to fuel thermal
X3.2.5 severe use—use of the fuel in applications which stability. Testing samples from the fuel tank or from bulk
may result in engines operating under high load conditions that storage may give an indication as to the cause of filter
may cause the fuel to be exposed to excessive heat. plugging. It is more difficult to monitor the quality of fuels in
vehicle tanks since operation may be on fuels from multiple
X3.3 Fuel Selection sources.
X3.3.1 Certain distilled refinery products are generally X3.6.5 Some additives exhibit effects on fuels tested in
more suitable for long-term storage and severe service than accordance with Test Method D 6468 that may or may not be
others. The stability properties of middle distillates are highly observed in the field. Data have not been developed that
dependent on the crude oil sources, severity of processing, use correlate results from the test method for various engine types
of additives and whether additional refinery treatment has been and levels of operating severity.
carried out.
X3.3.2 The composition and stability properties of middle X3.7 Fuel Storage Conditions
distillate fuels produced at specific refineries may be different. X3.7.1 Contamination levels in fuel can be reduced by
Any special requirements of the user, such as long-term storage storage in tanks kept free of water, and tankage should have
or severe service, should be discussed with the supplier. provisions for water draining on a scheduled basis. Water
X3.3.3 Blends of fuels from various sources may interact to promotes corrosion, and microbiological growth may occur at
give stability properties worse than expected based on the a fuel-water interface. Underground storage is preferred to
characteristics of the individual fuels. avoid temperature extremes; above-ground storage tanks

9
 D 975 – 08a´1
should be sheltered or painted with reflective paint. High layer and use it with the precautions described in X3.9.1.
storage temperatures accelerate fuel degradation. Fixed roof However, very high soluble gum levels or corrosion products
tanks should be kept full to limit oxygen supply and tank from microbiological contamination can cause severe opera-
breathing. tional problems.
X3.7.2 Copper and copper-containing alloys should be
avoided. Copper can promote fuel degradation and may pro- X3.10 Thermal Stability Guidelines
duce mercaptide gels. Zinc coatings can react with water or X3.10.1 Results from truck fleet experience suggests that
organic acids in the fuel to form gels that rapidly plug filters. Test Method D 6468 can be used to qualitatively indicate
X3.7.3 Appendix X2 of Specification D 2880 discusses fuel whether diesel fuels have satisfactory thermal stability perfor-
contaminants as a general topic. mance properties.8,9
X3.10.2 Performance in engines has not been sufficiently
X3.8 Fuel Use Conditions
correlated with results from Test Method D 6468 to provide
X3.8.1 Many diesel engines are designed so that the diesel definitive specification requirements. However, the following
fuel is used for heat transfer. In modern heavy-duty diesel guidelines are suggested.
engines, for example, only a portion of the fuel that is X3.10.2.1 Fuels giving a Test Method D 6468 reflectance
circulated to the fuel injectors is actually delivered to the value of 70 % or more in a 90 minute test at the time of
combustion chamber. The remainder of the fuel is circulated manufacture should give satisfactory performance in normal
back to the fuel tank, carrying heat with it. Thus adequate high use.
temperature stability can be a necessary requirement in some X3.10.2.2 Fuels giving a Test Method D 6468 reflectance
severe applications or types of service. value of 80 % or more in a 180 minute test at the time of
X3.8.2 Inadequate high temperature stability may result in manufacture should give satisfactory performance in severe
the formation of insoluble degradation products. use.
X3.10.3 Thermal stability as determined by Test Method
X3.9 Use of Degraded Fuels
D 6468 is known to degrade during storage.10 The guidance
X3.9.1 Fuels that have undergone mild-to-moderate degra- above is for fuels used within six months of manufacture.
dation can often be consumed in a normal way, depending on
the fuel system requirements. Filters and other cleanup equip-
ment can require special attention and increased maintenance. 8
Bacha, John D., and Lesnini, David G., “Diesel Fuel Thermal Stability at
Burner nozzle or injector fouling can occur more rapidly. 300°F,” Proceedings of the 6th International Conference on Stability and Handling
X3.9.2 Fuels containing very large quantities of fuel degra- of Liquid Fuels, Vancouver, B.C., October 1997.
9
dation products and other contaminants or with runaway Schwab, Scott D., Henly, Timothy J., Moxley, Joel F., and Miller, Keith,
“Thermal Stability of Diesel Fuel,” Proceedings of the 7th International Conference
microbiological growth require special attention. Consultation on Stability and Handling of Liquid Fuels , Graz, Austria, September 2000.
with experts in this area is desirable. It can be possible to drain 10
Henry, C. P., “The DuPont F21 149°C (300°F) Accelerated Stability Test,”
the sediment or draw off most of the fuel above the sediment Distillate Fuel Stability and Cleanliness, ASTM STP 751, 1981, pp. 22-33.

X4. DIESEL FUEL LUBRICITY

X4.1 Introduction X4.3 Fuel Lubricity

X4.1.1 Diesel fuel functions as a lubricant in most compo- X4.3.1 The concern about fuel lubricity is limited to situa-
nents of fuel injection equipment such as pumps and injectors. tions in which fuels with lower viscosities than those specified
In limited cases, fuel with specific properties will have insuf- for a particular engine are used or in which fuels that have been
ficient lubricating properties which will lead to a reduction in processed in a manner that results in severe reduction of the
the normal service life and functional performance of diesel trace levels of the surface active species that act as surface
fuel injection systems. protecting agents. Presently the only fuels of the latter type
shown to have lubricity problems resulted from sufficiently
X4.2 Fuel Characteristics Affecting Equipment Wear severe processing to reduce aromatics or sulfur.
X4.3.2 Work in the area of diesel fuel lubricity is ongoing
X4.2.1 Currently, two fuel characteristics affect equipment by several organizations, such as the International Organization
wear. These are low viscosity and lack of sufficient quantities for Standardization (ISO), the ASTM Diesel Fuel Lubricity
of trace components that have an affinity for surfaces. If fuel Task Force, and the Coordinating Research Council (CRC)
viscosity meets the requirements of a particular engine, a fuel Diesel Performance Group. These groups include representa-
film is maintained between the moving surfaces of the fuel tives from the fuel injection equipment manufacturers, fuel
system components. This prevents excessive metal-to-metal producers, and additive suppliers. The charge of the ASTM
contact and avoids premature failure due to wear. Similarly, task force has been the recommendation of test methods and
certain surface active molecules in the fuel adhere to, or fuel lubricity requirements for Specification D 975. Two test
combine with, surfaces to produce a protective film which also methods were proposed and approved. These are Test Method
can protect surfaces against excessive wear. D 6078, a scuffing load ball-on-cylinder lubricity evaluator

10
 D 975 – 08a´1
method, SLBOCLE, and Test Method D 6079, a high fre- should provide sufficient lubricity in all cases.13 Experts also
quency reciprocating rig (HFRR) method. Use of these tests agree that if HFFR test at 60°C is used, fuels with values above
raises three issues: 1) The correlation of the data among the 600 microns might not prevent excessive wear,14 while fuels
two test methods and the fuel injection equipment is not with values below 450 microns should provide sufficient
perfect, 2) Both methods in their current form do not apply to lubricity in all cases.13 More accurately, an industry-accepted
all fuel-additive combinations, and 3) The reproducibility long-term durability pump test, such as Test Method D 6898,
values for both test methods are large. In order to protect diesel can be used to evaluate the lubricity of a diesel fuel. A poor
fuel injection equipment, an HFRR Wear Scar Diameter result in such a test indicates that the fuel has low lubricity and
(WSD) of 520 microns has been placed in Specification may not be able to provide sufficient protection.
D 975.11
X4.3.3 Most experts agree that fuels having a SLBOCLE NOTE X4.1—Some injection equipment can be fitted with special
lubricity value below 2000 g might not prevent excessive wear components that can tolerate low lubricity fuels.
in injection equipment12 while fuels with values above 3100 g

11 13
Mitchell, K., “Diesel Fuel Lubricity—Base Fuel Effects,” SAE Technical Nikanjam, M., “ISO Diesel Fuel Lubricity Round Robin Program,” SAE
Paper 2001–01–1928, 2001. Technical Paper 952372, 1995.
12 14
Westbrook, S. R., “Survey of Low Sulfur Diesel Fuels and Aviation Kerosenes Nikanjam, M., “Diesel Fuel Lubricity: On the Path to Specifications,” SAE
from U.S. Military Installations,” SAE Technical Paper 952369, 1995. Technical Paper 1999-01-1479, 1999.

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

X5.1 Introduction X5.1.2.7 Equipment add-ons (Engine heaters, radiator cov-

X5.1.1 The tenth percentile minimum ambient air tem- ers, fuel line and fuel filter heaters and so forth.)
peratures shown on the following maps (Figs. X5.1-X5.12) and X5.1.2.8 Types of operation (Extensive idling, engine shut-
in Table X5.1 were derived from an analysis of historical down, or unusual operation).
hourly temperature readings recorded over a period of 15 to 21 X5.1.2.9 Low temperature flow improver additives in fuel.
years from 345 weather stations in the United States. This X5.1.2.10 Geographic area for fuel use and movement
study was conducted by the U.S. Army Mobility Equipment between geographical areas.
Research and Development Center (USAMERDC), Coating X5.1.2.11 General housekeeping (Dirt or water, or both, in
and Chemical Laboratory, Aberdeen Proving Ground, MD fuel or fuel supply system).
21005. The tenth percentile minimum ambient air temperature X5.1.2.12 Impact failure for engine to start or run (Critical
is defined as the lowest ambient air temperature which will not vs. non-critical application).
go lower on average more than 10 % of the time. In other X5.1.3 Historical Background—Three test methods have
words, the daily minimum ambient air temperature would on been widely used to estimate or correlate with low temperature
average not be expected to go below the monthly tenth vehicle operability. Cloud point, Test Method D 2500, is the
percentile minimum ambient air temperature more than 3 days oldest of the three and most conservative of the tests. The cloud
for a 30-day month. See Table X5.1. point test indicates the earliest appearance of wax precipitation
X5.1.2 These data may be used to estimate low temperature that might result in plugging of fuel filters or fuel lines under
operability requirements. In establishing low temperature op- prescribed cooling conditions. Although not 100 % failsafe, it
erability requirements, consideration should be given to the is the most appropriate test for applications that can not tolerate
following. These factors, or any combination, may make low much risk. The Cold Filter Plugging Point (CFPP) test, Test
temperature operability more or less severe than normal. As Method D 6371, was introduced in Europe in 1965. The CFPP
X5.1.2.1 through X5.1.2.12 indicate, field work suggests that was designed to correlate with the majority of European
cloud point (or wax appearance point) is a fair indication of the vehicles. Under rapid cooling conditions, 20 cc fuel is drawn
low temperature operability limit of fuels without cold flow through a 45 micron screen then allowed to flow back through
additives in most vehicles. the screen for further cooling. This process is continued every
X5.1.2.1 Long term weather patterns (Average winter low 1°C until either the 20 cc fuel fails to be drawn through the
temperatures will be exceeded on occasion). screen in 60 s or it fails to return through the screen in 60 s. It
X5.1.2.2 Short term local weather conditions (Unusual cold was field tested many times in Europe15 before being widely
periods do occur). accepted as a European specification. Field tests have also
shown CFPP results more than 10°C below the cloud point
X5.1.2.3 Elevation (High locations are usually colder than
should be viewed with caution because those results did not
surrounding lower areas).
necessarily reflect the true vehicle low temperature operability
X5.1.2.4 Specific engine design.
X5.1.2.5 Fuel system design (Recycle rate, filter location,
filter capacity, filter porosity, and so forth.) 15
“Low Temperature Operability of Diesels. A Report by CEC Investigation
X5.1.2.6 Fuel viscosity at low temperatures Group IGF-3,” CEC P-171–82.

11
 D 975 – 08a´1

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

limits.16 CFPP has been applied to many areas of the world trucks. The field trial resulted in two documents17,18 that
where similar vehicle designs are used. The Low Temperature provide insight into correlating laboratory tests to North
Flow Test (LTFT), Test Method D 4539, was designed to American vehicle performance in the field. The general con-
correlate with the most severe and one of the most common clusions of the study were:
fuel delivery systems used in North American Heavy Duty (1) In overnight cool down, 30 % of the vehicles tested had
trucks. Under prescribed slow cool conditions (1°C/h), similar a final fuel tank temperature within 2°C of the overnight
to typical field conditions, several 200 cc fuel specimens in minimum ambient temperature.
glass containers fitted with 17 µm screen assemblies are (2) The use of flow-improved diesel fuel permits some
cooled. At 1°C intervals one specimen is drawn through the vehicles to operate well below the fuel cloud point.
screen under a 20 kPa vacuum. Approximately 90 % of the fuel (3) Significant differences exist in the severity of diesel
must come over in 60 s or less for the result to be a pass. This vehicles in terms of low temperature operation.
process is continued at lower temperatures (1°C increments) (4) No single laboratory test was found that adequately
until the fuel fails to come over in the allotted 60 s. The lowest predicts the performance of all fuels in all vehicles.
passing temperature is defined as the LTFT for that fuel. In (5) CFPP was a better predictor than pour point, but both
1981, a CRC program was conducted to evaluate the efficacy methods over-predicted, minimum operating temperatures in
of cloud point, CFPP, pour point, and LTFT for protecting the many vehicles. For this reason, these tests were judged
diesel vehicle population in North America and to determine inadequate predictors of low-temperature performance and
what benefit flow-improvers could provide. The field test dismissed from further consideration.
consisted of 3 non-flow improved diesel fuels, 5 flow improved (6) Cloud point and LTFT showed varying degrees of
diesel fuels, 4 light-duty passenger cars, and 3 heavy-duty predictive capability, and offered distinctively different advan-
tages. Both predicted the performance of the base fuels well,

16
“SFPP-A New Laboratory Test for Assessment of Low Temperature Operabil-
ity of Modern Diesel Fuels,” CEC/93/EF 15, 5–7, May 1993.
17
CRC Report No. 537, “The Relationship Between Vehicle Fuel Temperature
and Ambient Temperature, 1981 CRC Kapuskasing Field Test,” December 1983.
18
CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature Operability
Field Test,” September 1983.

12
 D 975 – 08a´1

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

but LTFT more accurately predicted the performance of the published by the U.S. Army Mobility Equipment Research and
flow-improved fuels. On the other hand, cloud point came Development Center (USAMERDC), Coating and Chemical
closest to a fail-safe predictor of vehicle performance for all Laboratory, and it is available from the National Technical
vehicles. Information Service, Springfield, VA 22151, by requesting
Since the 1981 field test, non-independent studies19 using Publication No. AD756-420.
newer vehicles verified the suitability of the LTFT for North X5.2.2 Where states are divided the divisions are noted on
American heavy-duty trucks. Users are advised to review these the maps and table with the exception of California, which is
and any more recent publications when establishing low divided by counties as follows:
temperature operability requirements and deciding upon test California, North Coast—Alameda, Contra Costa, Del
methods. Norte, Humbolt, Lake, Marin, Mendocino, Monterey, Napa,
X5.1.3.1 Current Practices—It is recognized that fuel dis- San Benito, San Francisco, San Mateo, Santa Clara, Santa
tributors, producers, and end users in the United States use Cruz, Solano, Sonoma, Trinity.
cloud point, wax appearance point, CFPP, and LTFT to California, Interior—Lassen, Modoc, Plumas, Sierra,
estimate vehicle low temperature operability limits for diesel Siskiyou, Alpine, Amador, Butte, Calaveras, Colusa, El Do-
fuel. No independent data has been published in recent years to rado, Fresno, Glenn, Kern (except that portion lying east of the
determine test applicability for today’s fuels and vehicles. Los Angeles County Aqueduct), Kings, Madera, Mariposa,
X5.2 Maps Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus,
Sutter, Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
X5.2.1 The maps in the following figures were derived from
California, South Coast—Orange, San Diego, San Luis
CCL Report No. 316, “A Predictive Study for Defining
Obispo, Santa Barbara, Ventura, Los Angeles (except that
Limiting Temperatures and Their Application in Petroleum
portion north of the San Gabriel Mountain range and east of the
Product Specifications,” by John P. Doner. This report was
Los Angeles County Aqueduct).
California, Southeast—Imperial, Riverside, San Bernardino,
19
SAE 962197, SAE 982576, SAE 2000-01-2883. Los Angeles (that portion north of the San Gabriel Mountain

13
 D 975 – 08a´1

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

range and east of the Los Angeles County Aqueduct), Mono, pendix X5 were obtained by converting the original degree
Inyo, Kern (that portion lying east of the Los Angeles County Fahrenheit temperatures.
Aqueduct).
X5.2.3 The temperatures in CCL Report No. 316 were in
degrees Fahrenheit. The degree Celsius temperatures in Ap-

14
 D 975 – 08a´1

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

15
 D 975 – 08a´1

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

16
 D 975 – 08a´1

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

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

17
 D 975 – 08a´1

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

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

18
 D 975 – 08a´1

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

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

19
 D 975 – 08a´1

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

20
 D 975 – 08a´1
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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 D 975 – 08a´1

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 D 6469 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 D 6469 also suggests means for detecting and control-
listed in X6.1 are not necessarily present in the fuel itself, no
microbial quality criterion for fuels is recommended. However, ling microbial contamination in fuels and fuel systems. Good
it is important that personnel responsible for fuel quality housekeeping, especially keeping fuel dry, is critical.

SUMMARY OF CHANGES

Subcommittee D02.E0.02 has identified the location of selected changes to this standard since the last issue
(D 975–08) that may impact the use of this standard. (Approved Oct. 1, 2008.)

(1) Added Appendix X6. (6) Added definitions of biodiesel and biodiesel blend to
(2) Modified wording in 5.1.6. Section 3, Terminology.
(3) Modified Table 1 to remove second set of values for (7) Modified Section 7, Requirements, to allow up to 5 %
Simulated Distillation, Test Method D 2887. biodiesel meeting Specification D 6751.
(4) Included Footnote E in header for No. 2–D S15.
(8) Added keywords biodiesel and biodiesel blend to Section
(5) Added biodiesel documents to Section 2, Referenced
9, Keywords.
Documents.

Subcommittee D02.E0.02 has identified the location of selected changes to this standard since the last issue
(D 975–07b) that may impact the use of this standard. (Approved April 15, 2008.)

(1) Added a conductivity specification to No. 1 and No. 2 (3) Added ISGOTT reference.
diesels in Table 1. (4) Added 5.1.14.
(2) Added Test Methods D 2624 and D 4308 and API RP (5) Added Section 8.
2003. (6) Added Appendix X1 and Fig. X1.1.

Subcommittee D02.E0.02 has identified the location of selected changes to this standard since the last issue
(D 975–07a) that may impact the use of this standard. (Approved July 15, 2007.)

(1) Added Test Method D 2887 limits to Table 1 for S15

Grades No. 1 and No. 2.

Subcommittee D02.E0.02 has identified the location of selected changes to this standard since the last issue
(D 975–07) that may impact the use of this standard. (Approved May 1, 2007.)

(1) Removed “3 h at 50°C” from Test Method D 130 in Table

1 and 5.1.9 and replaced with new verbiage.

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 D 975 – 08a´1

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