Willys/Ford Engine Swap? Possible?
06-27-2004, 07:28 PM
#31
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, you have a web site that will say: "The same fuel can be sold as
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
06-27-2004, 07:28 PM
#32
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, you have a web site that will say: "The same fuel can be sold as
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
06-27-2004, 07:28 PM
#33
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, you have a web site that will say: "The same fuel can be sold as
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
anyone say!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Jet fuel is not pure, K-1 Kerosene. Use of K-1 is _not_ approved in
> any civil jet engine (that I know of):it would tear up the fuel
> controller unless a little oil were added. Jet-A has a lubricity spec,
> and is a wider cut fuel than K-1 kerosene. It is a lower lubricity
> spec than Diesel and is not specified for cetane rating. For what it's
> worth, airports run all their diesels on the stuff and most don't even
> add lubricant-I would for safety-but I've never heard any complaints
> or damage claims. Somewhere, it's happened.
>
> The same fuel can be sold as Jet A and #1 Diesel, if it meets both
> specs, and often is and does. I would put it in any small diesel
> engine with added oil,and/or a cetane improver like Power Service.
> It's not economic. But it will safely get you home.
>
> All civil and Navy turbine aircraft use Jet-A or JP-5 fuel. The USAF
> uses JP-4, which is a _wide cut gasoline_. It will run the old
> "kerosene" or "white gas" tractors, multifuel military truck engines,
> or a few other things, but not a modern gas or diesel engine. I'm told
> reducing fuel pilferage is a reason for the USAF's intransigence in
> keeping JP-4.
06-28-2004, 02:51 AM
#34
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40DF5817.BE168ED0@***.net>...
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
06-28-2004, 02:51 AM
#35
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40DF5817.BE168ED0@***.net>...
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
06-28-2004, 02:51 AM
#36
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40DF5817.BE168ED0@***.net>...
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
06-28-2004, 02:51 AM
#37
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40DF5817.BE168ED0@***.net>...
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
> Ted, you have a web site that will say: "The same fuel can be sold as
> Jet A and #1 Diesel"? That's the stupidest statement I've ever heard
> anyone say!
The specifications are different but not exclusionary: a given fuel
may meet one, both, or neither specification. JP-5 has strict sulfur
and vanadium limits. On road diesel has less strict, but similar
sulfur limits, vanadium not specified. Lubricity is more strict for
diesel fuels. Cetane rating is very important, this is the
"dieselability" of the fuel as compared to pure cetane. If the fuel
meets both specs they certainly can sell it-at different prices-to
different customers.
I think you have to buy the full ASTM standards but I'm sure they're
summarized somewhere. If I find them, I'll pass them on to you.
Bear in mind-relatively little #1 Diesel is sold to onroad customers!
Almost all diesel sold is #2, or in cold weather a blend. So,"I never
smelled anything like jet fuel at the Bosselman" is probably valid.
You probably haven't.
06-28-2004, 04:17 PM
#38
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, this type of miss information that could get someone killed! Diesel
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.
06-28-2004, 04:17 PM
#39
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, this type of miss information that could get someone killed! Diesel
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.
06-28-2004, 04:17 PM
#40
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Ted, this type of miss information that could get someone killed! Diesel
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.
fuel is nowhere near jet fuel's atomic structure make up! Cracking a
barrel of crude looks exactly like the diagram at:
http://www.energyinst.org.uk/educati...as/chemist.htm Where the
products under pressure and heat are separated, the "heavy ends" are at
the bottom of over eight hundred pound of gravity force, a waste usually
shipped to Petroleum Reserve. The top is lighter and naturally gas,
separating according to their atomic weight structure, at the top of the
kerosene level you will see a drawing of an airplane. I hope this is
simple enough for you.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> The specifications are different but not exclusionary: a given fuel
> may meet one, both, or neither specification. JP-5 has strict sulfur
> and vanadium limits. On road diesel has less strict, but similar
> sulfur limits, vanadium not specified. Lubricity is more strict for
> diesel fuels. Cetane rating is very important, this is the
> "dieselability" of the fuel as compared to pure cetane. If the fuel
> meets both specs they certainly can sell it-at different prices-to
> different customers.
>
> I think you have to buy the full ASTM standards but I'm sure they're
> summarized somewhere. If I find them, I'll pass them on to you.
>
> Bear in mind-relatively little #1 Diesel is sold to onroad customers!
> Almost all diesel sold is #2, or in cold weather a blend. So,"I never
> smelled anything like jet fuel at the Bosselman" is probably valid.
> You probably haven't.