CFCS Analytical Services News & Articles

Emissions and fuel reduction technology

kevin.harrison@contaminatedfuel.co.uk — Fri, 18 Jul 2025 12:25:58 GMT

Emissions &

Fuel Reduction Technology

The market currently has many products and systems to help reduce both Emissions and fuel reduction.

CFCS in partnership with Coval Technologies have further developed their products for a wider market, in conjunction with the original testing and development with City University London.

The 13-year development has established a fuel additive suitable for all carbon based fuels and new HVO based fuels.

The initial invention of HC24™ (previously known as Aquasolve™) followed by many years of research at the City University London and other Institutions primarily sought to provide a technology that would not compromise engine or fuel performance.

Areas of particular interest included spray pattern testing, diesel bug, freeze curve and pour point, emissions and fuel consumption with longevity and stability of the fuel in storage and low use stored fuels.

Fuel Specification testing was conducted Independently by Intertek UK and Lloyds Register, to ensure compliance to the specifications. This was to ensure that HC24™ met the demands of the OEM, and ensures warranties are not affected.

All R&D support documents and Intertek UK testing documents can be found on https://www.cfcsanalyticalservices.co.uk/hc24

An independent fuel and emissions test using AGS-688 with SGD-010 Diesel Emission Upgrade, provided the following results in real world testing on a Volvo 259Kw engine. The testing was conducted by the client over a 3-month period and reported the following.

1. CO2 59% reduction

2. NOX 66% reduction

3. 10% fuel reduction

Contact enquiries@contaminatedfuel.co.uk for any further information.

Run for the Hills! Let’s talk additives...

Wed, 21 May 2025 13:48:11 GMT

Run for the Hills!

Let’s talk additives...

As we all know additives are in everything, food, fuel, oil, paint, the list is extensive. We all don’t mind when an additive is designed by the Manufacturer and in a product from the manufacture, most of us don’t even consider the additives purpose or why it’s there.

When we look at aftermarket additives and their purpose, on an industrial/commercial scale the mentality changes to the old perspective of “Snake Oil”.

If, however, you have say an old classic car or bike and pop into Halfords you will see a shelf that looks like this:

If you look at Wynns https://www.wynns.uk.com/additive-products/ just on diesel fuel additives there are 12 products and 11 products for petrol, some of which overlap on its effects and can be confusing.

Why do we need additional additives?

If we look at fuel in its most basic form at a petrol station and you use a regular standard fuel, you will also see you have the option of an alternative fuel, this could be Shell V-Power Nitro+" and "Shell V-Power Diesel, however these types of fuel are considerably more expensive, basically due to the additional additives within the fuel.

Below is a link to a basic field test completed by a normal person out of curiosity:

V Power miles up by 11.6%
V Power MPG up by 8.5%

If we factor in the fuel costs its expensive, and unless you have a performance vehicle, its not sustainable to the average person on a regular basis.

However, it does prove that with the right additional additives it has a great effect. In a Commercial or Industrial environment the use of a V Power based fuel is not cost effective.

But Additives are!!!

Fuel Additives

Can help you to improve on Carbon reduction Initiatives, fuel savings and for larger companies, ISO 50001 Targets on fuel reduction and carbon reduction.

What needs to be clear is why you would want to use a fuel additive:

ISO 50001 Targets
Fuel Quality management
Fuel Contamination control
Reduce fuel consumption
Reduce carbon emissions
All the above

A typical fuel additive to be used should have fuel specification testing with the dosing requirements met, to ensure the fuel is still compliant with the specification. This ensures that you are conforming to the OEM fuel specifications and will not affect any warranties.

Points also to consider

Proof of R&D that establishes the effects of the additive to be used.
Compatibility studies, due to materials used in the design of an engine and associated equipment, would be preferred to minimise risk.
Product Insurance
Possible case studies
Testimonials might also be of benefit.

These are the sole independent thoughts from CFCS Analytical services

For more information on additives visit our blog page on https://www.cfcsanalyticalservices.co.uk/

HVO Cetane Testing

Thu, 27 Feb 2025 17:54:19 GMT

HVO Cetane Testing

According to the Fuel specification of HVO it has a Cetane value of 70cn minimum, compared to BS2869 Red Diesel minimum value of 45cn.

CFCS had an interesting discussion with Adam Cutler oilanalysislab.com on testing of HVO Cetane and the availability of High Cetane valued CRM fluids for calibration of test equipment. Also having discussed with a main UK supplier of CRM fluids https://www.lgcstandards.com/GB/en/ it became apparent that the highest Cetane CRM test fluid is for Diesel, with a value of 54cn.

CRM cetane calibration fluid is extremely expensive approximately £800.00 per litre, and the highest value currently on the market is 54cn, so this posed a bit of a question that CFCS and Adam discussed, How are people testing cetane values of HVO?

So by calibrating the equipment on the Cetane CRM fluid, the instruments used can be selected to test Diesel and HVO cetane number with certainty, accuracy and traceability.

CFCS has 3 different makes of Cetane/octane testing equipment and we tested all 3 as a test with the Cetane 54cn Certified Reference material, two read identical at 54cn and one read 52cn (allowable maximum error of the equipment) before imputing the calibration menu.

So, what was of interest and we have yet to learn why? is that the two samples of HVO from 2 different suppliers were reading a cetane value lower than a diesel sample.

So how is the HVO cetane value so low, is it the method and if so why?

The equipment range of Cetane is 20-100

Having discussed the issue with the research University who developed the equipment it became apparent that HVO must be manually calibrated, with a known HVO reference material.

Humm, only one way of doing this and that’s by cetane engine testing, so CFCS instructed Intertek UK to complete the test and return the HVO (supplied by Intertek) to CFCS.

This now allows CFCS to calibrate a known Cetane value on our equipment, adopting our test method.

This now allows CFCS to offer HVO Fuel testing as part of our standard fuel testing program.

visit https://www.cfcsanalyticalservices.co.uk/

Fuel For Thought

Fri, 09 Aug 2024 15:18:05 GMT

Fuel For Thought

An emergency generator and its associated fuel system need to be ready to go during a commercial power outage. That’s exactly why it was installed in the first place. For many businesses such as telecommunications, data centres, and healthcare facilities, a building power failure is not an option and can be devastating. Power outages can lead to fines, customer dissatisfaction, and even loss of lives.

These businesses can spend millions of pounds in designing and constructing their emergency backup generator systems. However, after Installation ends, they don’t always invest similarly later in Preventative maintenance of systems. Even when they do, they might overlook a crucial component of the emergency generator system. It can be easy to lose perspective that everything begins with the fuel, and the quality of that fuel is extremely important.

Why are fuel sampling and testing necessary?

In an emergency generator fuel system when seldom used, the fuel can stay stagnant for several years or even decades. Since diesel fuel is a refined oil product (Hydrocarbon), it will ultimately naturally begin to break down into its pre-refined self in as little as 6 months. This degradation is much more accelerated than it used to be.

As the fuel breaks down, there can be solid byproducts that lead to sediment and particulates within the fuel tank. In addition, since fuel is a hydrocarbon, water is naturally integrated into its chemical makeup. Over time, the water can separate out from the fuel or condensation and debris can be introduced into your tank from the outside via vents or other means. Water in your fuel tank contributes to the oxidation of metal components as well as bacterial and fungal growth (microbes). If your emergency generator fuel system hasn’t had proper fuel testing and maintenance, it might not be ready to perform in those critical moments of need.

What happens when fuel quality is ignored?

All of these factors may not seem very problematic at first glance, but they lead to serious fuel quality problems. Sediment and sludge can clog filters, damage pumps, and lead to generator loss of prime and ultimate failure. Water contributes to microbial growth and microbes and their particulates can clog filters and microbe excrements lead to corrosion of steel fuel tanks, piping, and/ or pumping equipment. Fuel quality problems like these lead to emergency generator failure.

How can fuel quality problems be prevented?

Emergency generator owners must have a solid preventative maintenance program that includes a routine sampling of their fuel tanks. They need to have a professional who knows what they are doing and is consistent during each sampling event. Fuel samples need to be collected in a fashion that represents the fuel that is picked up by the pumps feeding the generator or smaller holding tanks (day tanks). Often there is no reason to pull a sample from the very tank bottom or from generator fuel filters except to generally observe them.

Why would we send a sample from the tank bottom that is half full of water only for the lab to tell us there is water in your fuel? We already know there is a problem if the fuel sample has visual evidence of water, therefore the collection of a representative sample from above the water line and sending that for laboratory analysis is generally a better practice and more useful in designing or enhancing the overall fuel treatment action plan.

Fuel samples need to be collected consistently and in a fashion that represents the fuel that is picked up by the pumps feeding your generator or smaller holding tanks (day tanks). A fuel sample collected from the very bottom of your fuel tank, although useful for visual analysis, isn't the sample you necessarily send off for laboratory analysis.

Likewise, a fuel sample collected upstream from generator fuel filters will not represent what is happening inside the fuel tank near your tank's draw (pickup) point. Instead, the sample should be pulled from an interval that best represents where fuel is drawn from your tank. This interval can undoubtedly vary, but it is generally between 1" and 6" from the tank bottom. The actual draw point can be verified via fuel system drawings, interior inspection reports, or other means. CFCS generally collect representative fuel samples from 4" -6" off the tank bottom when the draw point is unknown, which is the case most of the time.

Also, if water is already present in the tank bottom, we will collect the sample a minimum of 2" higher than the water level. Remember, we want to get analytical results on the fuel, not the water. Suppose there is water on the tank bottom. In that case, there is already a problem to remedy, so use your sample budget to understand the fuel quality better so you can add the proper treatment into your work plan to fix the water problem.

How do we collect a fuel sample from a particular fuel level without cross-contaminating it with other fuel in the tank?

Sampling devices known as "bacon bombs" can help you achieve this goal. They remain closed and empty until you reach the level you want, then open to capture fuel and closed before extracting them from your fuel tank. Another way to extract the sample is by using a hand pump and tubing with some finesse at the levels from which you want to collect.

We are often asked, "what is a comprehensive fuel analysis"?

Opinions may vary throughout the industry and can also become very situational. Several types of fuel analysis can provide you with detail ranging from general fuel quality to much more detailed analysis, such as proving a fuel's specifications. Striking an economical balance is the key for an entry-level comprehensive analysis suite and might contain the following breakdown:

Iso 4406 Cleanliness to IP630 A
Bio % F.A.M.E To ASTM D8274
Density to ASTM D7777
Cetane to ASTM D613
Clear & Bright to ASTM D4176
Visual inspection
Biological Activity = ATP
Flash Point to ASTM D975
PPM Moisture to ASTM D6304
Cloud Point to ASTM D7397 (identifies S/W grade)
FBT (Filter blocking tendency) IP 387 Procedure B
Viscosity (ASTM D7042)

Contact cfcs@contaminatedfuel.co.uk to discuss your requirements on fuel and oil analysis.

Particles Count

Fri, 09 Aug 2024 15:06:06 GMT

Particles Count

Although ISO4406 particulate counts are not part of fuel specification testing characteristics, it is an important measurement and will be a stipulation by a OEM that the fuel has to conform to a specification and possibly an ISO4406 quality conformance, prior to on engine filters.

This information can now be used as a guide to total contamination on fuel specifications, and is an interesting correlation that can be advised to a client.

The allowable Total contamination on this fuel sample was 24, however we are seeing readings of 32, once soluble contamination has been discounted from the results via additional testing, a work proposal of fuel Polishing and conditioning would be advised, if the remaining fuel characteristics are within specification.

If you have any requirement for Fuel and oil analysis please contact cfcs@contaminatedfuel.co.uk

Filter Blocking Tendencies

Fri, 09 Aug 2024 14:24:43 GMT

Filter Blocking Tendencies

Modern low sulphur Diesels EN590 white Diesel, and BS2869 Red Diesel must conform to a measured level of Filter blocking tendency. The current maximum allowable limit is 2.52 using test method IP387 procedure B. The procedure is passing 300ml of fuel through a 1.6um (micron) disposable filter. As can be seen on the sample below the fuel tested failed FBT and has a reading of above >6.00

There are several reasons why a fuel can fail FBT testing but the most common effects are the following:

Cold flow additives de-bonding within the fuel
Waxing of fuel, due to summer grade been affected by environmental impacts
Metal Carboxylates (Soaps)

The above can be classed as soluble compounds, just like adding sugar to warm water, the sugar now becomes soluble

Insoluble compounds can be in the form of induced contamination as particulate, just like we experience dust build up in our homes from particulates in the atmosphere.

Soluble and Insoluble compounds and effects

Insoluble compounds within fuel will fall partly under Total contamination within the fuel specifications.

A measurement you may be familiar with is the Particle measurement of liquids referenced to as ISO4406, however ISO4406 is independent of any fuel or oil specification but may be used by OEM manufacturers stating the fuels ISO4406 target level of particulate cleanliness prior to engine filtration.

The world fuel Charter recommend that fuel should be supplied at a ISO4406 particulate level of 18/16/13. Measuring fuel particle contamination considers both the size and number of particles per size class contained in the fuel, i.e. the particle size distribution. The ISO 4406 protocol provides a means of expressing the level of contamination by coding the size distribution. Three code numbers, corresponding to the numbers of particles of size greater than 4, 6 and 14 µm per millilitre.

Particulate Contamination

Fuel injection equipment manufacturers continue to develop fuel injection systems to reduce emissions and fuel consumption and to improve performance. Injection pressures have been increasing; currently, they have reached more than 2000 bars. Such levels of injection pressure demand reduced orifice sizes and component clearances, typically from 2 to 5 µm in injectors. Small, hard particles, which may be carried into these engine parts, are potential sources of engine failure. Excessive diesel fuel contamination can cause premature clogging of diesel fuel filters, depending on the level of both hard and organic particles, and premature wear of modern fuel injection system parts. These impacts, depending on the size and the nature of the particles, will lead to: – Reduced part lifetimes; – Part malfunction; – Engine failure; and – Increased exhaust emissions.

Link to the document https://www.acea.auto/publication/worldwide-fuel-charter-2019-gasoline-and-diesel-fuel/ page 94 onwards for Diesel

Insoluble contamination can be removed from the main fuel tanks by fuel polishing, utilizing different size micron rated media, this would be recommended on a fuel report, works summary after both specification and contamination test suits have been conducted.

Testing just ISO4406, water content and Biological activity is only a snapshot of contamination and does not identify out of specification fuel based on the fuel properties.

The fuel may be out of specification due to soluble compounds suspended within the fuel that will give a high ISO4406 count and the recommendation for fuel polishing would be the wrong course of action, as soluble compounds are not affected by fuel polishing. If we go back to our sugar example once solubilised the sugar is suspended as a liquid within the warm water.

Referencing the first picture of the failed FBT result >6.00 further tests were conducted on this fuel sample to identify the issues. The ISO4406 code was 23/22/20 and hazy, the fuel was additivised with a surfactant based additive and retested. The filter blocking test reduced from >6.00 to 1.07 now within specification, and clear to ASTM D4176 and ISO4406 particulate count of 23/22/20 reduced to 20/18/16. The soluble compounds have now been solubilised within the fuel allowing to identify Insoluble particulate levels, that can now be removed during a fuel polish to the recommended ISO4406 code of 18/16/13 @ 4/6/14 micron .

The Fuel additive used is a product called HC24™ and has the following effects:

Water is permanently dissolved in Carbon, Bio and Aviation fuels
Diesel Bug (bacterial fungus) is cured and then prevented
Fuel quality is improved reducing consumption by up to 10%
Reduces harmful emissions by up to 70%
Reduces Carbon residue in Diesel fuel by 50%
Cetane Number Increased
Oxidation stability of Diesel fuel increased by Over 50%
Prevents rusting and corrosion of components
Overall engine performance is enhanced, cleansing filters and injectors
Filter blocking tendency Decreased
Reduces maintenance costs
Stabilizes Bio and Ethanol fuels
Increased Flash Point
Tested by Intertek to EN590:2013 specifications
Globally Insured

Coval Technologies completed 12 years of R&D and Independent testing by The City University London.

CFCS Analytical services have also conducted our own case studies and testing on the effects of the product.

Intertek UK have also tested the product and complies with EN590:2013 fuel specification, and therefore does not affect any warranties, or require OEM approval.

For product enquiries please contact cfcs@contaminatedfuel.co.uk

CFCS Analytical Services News & Articles

Emissions and fuel reduction technology

Emissions &

﻿ Fuel Reduction Technology

Run for the Hills! Let’s talk additives...

Run for the Hills!

Let’s talk additives...

As we all know additives are in everything, food, fuel, oil, paint, the list is extensive. We all don’t mind when an additive is designed by the Manufacturer and in a product from the manufacture, most of us don’t even consider the additives purpose or why it’s there.

Why do we need additional additives?

Fuel Additives

Points also to consider

HVO Cetane Testing

HVO Cetane Testing

So how is the HVO cetane value so low, is it the method and if so why?

Fuel For Thought

Fuel For Thought ﻿

Why are fuel sampling and testing necessary?

What happens when fuel quality is ignored?

How can fuel quality problems be prevented?

How do we collect a fuel sample from a particular fuel level without cross-contaminating it with other fuel in the tank?

We are often asked, "what is a comprehensive fuel analysis"?

Particles Count

Particles Count ﻿

Filter Blocking Tendencies

Filter Blocking Tendencies ﻿

Soluble and Insoluble compounds and effects

Particulate Contamination

Fuel Reduction Technology

Fuel For Thought

Particles Count

Filter Blocking Tendencies