ITEM NO.

T54-0020-E (1/4)
MITSUBISHI DIESEL ENGINE
TECHNICAL INFORMATION DATE June, 1988

Limiting requirements for fuel oils for Mitsubishi diesel engines

1. Mitsubishi high-speed diesel engines have the ability to burn a wide range of fuel oils.
Distillate fuel are the preferred fuels for use in all Mitsubishi engines.

JIS K-2204 TYPE1, TYPE2, TYPE3

ASTM, D975 No.1-D, No.2-D
BS2869 CLASS-A1, CLASS-A2
DIN51601 DIESEL-FUEL
ISO8217 DMX-CLASS

2. In selecting a fuel oil, consult Table 1 – “Limiting Requirements for Diesel Fuel Oils.”
3. Refer to Table 2 for effects of fuel properties on engine performance
4. For other fuel oils, refer to a separate MITSUBISHI DIESEL ENGINE TECHNICAL INFORMATION.

1st Edition : Jun. 1988 Engine Engineering Department

2nd Edition : Dec.1998 Large Engine Design Section
Revision

3rd Edition : Oct.1999 Approved by Checked by Drawn by

4th Edition : Jan. 2002

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Table 1 Limiting Requirements for Fuel Oils for Mitsubishi High-Speed Diesel Engines

Property Recommended Limit Service Limit Remarks

JIS K 2204, 2205
Diesel fuel: 50°C,
Flash point By Legal By Legal min.
Furnace oil: 60°C,
min.
Initial boiling 170°C, min. 170°C, min.
Distillation point JIS K 2254
temperatures
90% point 330°C to 380°C 330°C to 380°C
6°C below the lowest 6°C below the lowest
Pour point ambient temperature, ambient temperature,
min. min. JIS K 2269
Cloud point Below the lowest Below the lowest
ambient temperature ambient temperature
Carbon residue on 10% residuum 0.4% by weight, max. 1.0% by weight, max. JIS K 2270
Cetane number 45, min. 45, min.
Cetane index 45, min. 45, min. JIS K 2280-1996
2.0 cSt, min. (60°C) 2.0 cSt, min. (60°C)
Kinematic viscosity 8.0 cSt, max. (50°C) 8.0 cSt, max. (50°C)
10.5 cSt, max. (40°C) 10.5 cSt, max. (40°C)
16.0 cSt, max. (30°C) 16.0 cSt, max. (30°C)
JIS K 2541
0.05% by weight, max.
Sulfur 0.2% by weight, max. 1.0% by weight, max. which is average of
diesel fuel is preferred.
Water and sediment 0.1% by volume, max. 0.1% by volume, max. JIS K 2275
Ash 0.03% by weight 0.03% by weight JIS K 2272

Copper strip corrosion at 100°C, ASTM No.3

3 hr No. 3, max. No. 3, max. JIS K 2513:
Discoloration No.3
Gravity, at 15°C 0.83 to 0.87 0.80 to 0.87

Fed 791 B
250°C∼Carbonization 250℃ × 24Hr
volume, 75% max. 250°C∼Carbonization
Coking volume, 85% max. 230℃ × 24H
230℃∼Evaporation
volume, 55% max.
180℃∼Non tarring 180℃ × 48Hr

Aroma (HPLC) 38% by volume, max. 38% by volume, max. JIS K 2536
Total Aroma Volume
Asphaltene 0.1% by weight, max. 0.1% by weight, max.

Impurities 5.0 mg/liter, max. 5.0 mg/liter, max. JIS B 9931

Including fuel pipe line

Application of Generator Prime-use Standby-use

Coutinuous-use

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Table 2 Discussion of Fuel Properties

Has no effect on engine performance. It is, however, important in connection with

Flash point legal requirements and safety precautions involved in fuel handling and storage,
and is normally specified to meet fire regulations.
Fuel volatility requirements depend on engine design and size, nature of speed
and load variations, and on starting and atmospheric conditions. More volatile
fuels are best for engines in services involving rapidly varying loads and speeds.
Distillation
Low end-point fuels tend to give better fuel economy where their properties are
needed for complete combustion, and definitely will produce less smoke, odor,
deposits, dilution, and wear. Importance of end point increases with engine speed.
Determines the lowest atmospheric temperature at which fuel can be pumped
through the injection system. Fuel filters may clog with wax when operating near
Pour point
the pour point. The required pour point depends, therefore, on the minimum
expected operating temperature.
Is the temperature at which wax becomes visible and is generally above the pour
Cloud point point of fuel. It should be below the lowest atmospheric temperature at which the
engine will be operated so the filter will not be clogged with wax formation.
Gives a measure of the carbon depositing tendencies of fuel when heated in a
Carbon residue bulb under prescribed conditions. While not directly correlating with engine
deposits, this property is considered an approximation.
Is a measure of the ignition quality of fuel and influences both startability and
acceleration under load. The requirements depend on engine size and design,
Cetane number nature of speed and load variations, and on starting and atmospheric conditions.
For high altitude operation or cold weather starting, a higher cetane number may
be required.
Is the absolute viscosity divided by the density of the fluid at the temperature of
viscosity measurement. For some engines, it is advantageous to specify a
Kinematic viscosity minimum viscosity because of power loss due to injection pump and nozzle
leakage. Maximum viscosity, on the other hand, is limited by considerations
involved in engine design and size, and the characteristics of injection system.
Sulfur content has a marked effect on wear of pistons, rings, valves, and cylinder
liners. Wear is less serious under constant load and high-temperature operation.
This wear is promoted by corrosive effects of the hydrogen sulfide in the fuel and
sulfur dioxide or sulfur trioxide formed during combustion which combine with
Sulfur water vapor to form acids. High sulfur fuels tend to increase engine deposits and
require more frequent oil changes. High-additive lube oils are thought by many to
be desirable with high-sulfur fuels. Selection of the best lube oil for engines
burning high-sulfur fuels is dependent on the design of the individual engine and
its operating conditions.
Are factors relating to fuel filter life and to wear of injection equipment and
Water and sediment engine parts. Freezing of an emulsion of water and oil will prevent fuel flow to
the injection system.

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Fuel contains ash-forming materials in the form of abrasive solids or soluble

metallic soaps. Solids will cause wear of injection equipment, pistons, rings and
Ash
liners, and also increase engine deposits. Ash from soluble soaps will also
contribute to engine deposits and wear.
Corrosion tendency is a measure of possible reaction with copper, brass, or
bronze parts of the fuel system. This specification gives no indication of corrosion
Corrosion
of steel parts of the engine which may occur from use of high-sulfur fuels with
low engine temperatures.
Vanadium and sodium contents have an effect on corrosion of exhaust valves
exposed to high temperature exhaust gases during operation. This corrosion can
Vanadium and
cause poor valve seating and promote fouling of turbocharger. Diesel fuel oils and
sodium
burner oils do not contain much vanadium and sodium contents, and no limiting
requirements of these contents are specified for diesel fuels and burner oils.

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