Hello,
I know that what I will write is off-topic, but I`m sure many people will be interested in it, especially Elektryk2000.
I hope someone will be able to get through my ramblings.
Their sources are tables, standards, reports on parameter measurements and, to the greatest extent, practically unlimited knowledge of my father-in-law on this topic and my modest knowledge in the automotive field.
Before there is an answer as to what this means, I will first try to provide some technical information which - I hope - will dispel doubts about the differences between diesel oil (ON) and heating oil (OO), of course the so-called light oil, because it is the only one we can compare sensibly.
In practice, OO and ON come from the same fraction of crude oil distillation - without delving into the essence of the distillation itself. They come from the same fraction because separate "distilling" would not make economic sense.
The product resulting from this process, depending on what it is ultimately to be, is subject to appropriate processing to meet the standard specified for OO and ON. The base standard for diesel fuel is PN-EN 590:2005 (U) "Fuels for motor vehicles. Diesel oils. Requirements and test methods".
For OO there is PN-EN 14213:2005 (U)
"Fuel oils (...) Requirements and test methods". Additionally, there are several hundred other standards specifying methods and conditions for measuring parameters, some of them common to diesel fuel and OO (e.g. PN-EN 116:2001 "Diesel oils and light fuel oils. Determination of the cold filter blocking temperature").
Basically, there are 16 basic (normative) measurement parameters for diesel fuel and 11 for OO.
And here we slowly come to the heart of the matter: the basic and superior parameter for diesel fuel is the cetane number, cetane index and density at 15 degrees C. It would seem that the calorific value should also be the superior parameter, but here`s a surprise: the standards for diesel fuel do not provide for such a parameter at all! If it is determined, it is determined only at the request of the person ordering the test (there is no point in such a test), to deepen knowledge and satisfy curiosity by laboratory technicians in fuel analysis laboratories or by the requirement of internal standards of fuel producers.
For OO, the analogous primary parameters are density and calorific value. The cetane number is not determined because OO is not intended to be a propellant, so there is no need for it. In this case, laboratory technicians can also test this parameter for their own knowledge or upon request.
The remaining normative and non-normative parameters of OO and diesel partially overlap and therefore both fuels can be compared.
And soon everything will be clear.
Anyone who has gone through this pile of text and not fallen asleep from boredom, and who also paid attention, already knows that we can compare density from the main normative parameters of OO and ON. It so happens that this parameter differs the most between the two fuels and is most important when using OO as a diesel fuel.
Diesel density according to the standard ranges from 820 to 845 kg/m3
The density of OO is from 855 kg/m3 upwards
OO is denser than diesel by about 5% and more.
To obtain a product called ON from distillation, appropriate additives must be added to reduce the density to the required standard for ON (the first difference in chemical composition).
When we examine the other main parameters of OO and diesel fuel and compare them, it turns out that the cetane number for diesel fuel, defined in the standard as at least 51, is the same or higher for fuel oil.
The calorific value of OO is not less than 42.6 Mj/kg and after examination it turns out that diesel fuel has in practice the same parameter.
And now the more important comparable normative parameters of OO and ON:
Flash point OO: min 56 degrees C; HE min. 55 degrees C (1 degree difference in the standard, so that the liquid after distillation becomes ON, another additive is added in the production process to lower the ignition temperature to the required standard).
sulfur content: ON no more than 50mg/kg; OO no more than 0.2%/m/m (unfortunately, different units, but easy to compare - a task for mathematicians.
in the 2003 standard, the sulfur content for diesel fuel was still 350 mg/kg.
Residue after coking (from 10% of distillation residue): ON and OO the same, i.e. max 0.3%/m/m;
Ash content max. 0.01%/m/m for OO and ON;
Water content max 200 mg/kg;
Kinematic viscosity for ON: min. 2.0, max 4.5 mm2/s at 40 degrees. C; for OO: max 6.0 at 20 degrees C;
Faction composition:
- up to 250 degrees C, it distills max. 65%/V/V
- up to 350 degrees C, it distills max. 85%/V/V
both parameters are identical for OO and ON
Additionally, OO contains approximately 6 mg/l of markers: "Solvent Yellow 124" and "Solvent Red 164" or "Solvent Red 19". These are markers that color red to distinguish them from EO, which are neutralized by fraudsters with the famous method of adding sulfuric acid to OO.
So much chemistry, I won`t comment for now, I leave the conclusions to the readers
When it comes to cars, the older the engine, the more fish there is. In our translation, this means that all engines with high-pressure injection systems (common rail, DTI, TDi, Dti, Tdci or whatever they are called), due to the difference in the main parameter, i.e. density, are exposed to higher fuel pressures in the injection system than those provided by the manufacturer. I leave the conclusions.
When it comes to older generation systems, the so-called low pressure, the only difference is the viscosity parameter. The older the generation of the system, the less important it is.
However, what will be refueled in real life will be another thing. Even if we accidentally pour pure OO into a state-of-the-art engine
the effects of this will be negligible, as if we drove to the diesel dispenser and there we poured OO decolorized with sulfuric acid and lime neutralizers into the tank.
The entire argument applies only to light fuel oils sold in the country. Heavy fuel oils or those coming from beyond the eastern border (heavy or with huge sulfur content) are a different story.
uff, did anyone read to the end? and he didn`t die of boredom?
I will only add that it is a quote.
Regards
Łukasz Dolega
and what about heating oils and oil stoves available in the trade for which no one is punished? there should be some sanctions imposed on supermarkets or anyone selling them... maybe there are penalties, but I have 3 neighbors and they are more than 100 m away. .. I don`t know what they smoke and I don`t care 
