A special synthetic diesel fuel is sup-posed to clean up boat engines and,

incidentally, defeat the so-called „diesel pest“. Now, what does the new

C.A.R.E.-diesel® promise?

Diesel engines and their corresponding fuel being the first choice as boat engi-nes is out of question.

The advantages such as less consump-tion, high operational safety and steady availability of diesel oil at nautical pet-rol stations are of common knowledge. Nevertheless, diesel fuel has an Achil-les‘ heel that makes many boat ow-ners worry increasingly. We are talking about the so-called „diesel oil pest“. This means the increase of microor-ganisms in diesel fuel after its expiry date, the consequences resulting in slick development in the tank. This bio slick is blocking tubes, filters and injection nozzles and, consequently, might cause a complete engine failure. This holds as well for diesel-operated heating facilities. The main cause for this problem, though, are we ourselves.

FUEL COMPARISON

Using the boat for only some hours per year means using little fuel. In case, the tank capacity of the boat being high, though, in the worst of cases more than 1000 liters of fuel are being taken for a walk without really using them. In addition, there is the creation of condense water due to considerable temperature deviations during summer and winter storage.

Now, a sustainable solution of the pro-blem is promised by the Finland-based mineral oil company Neste Oil. Their so-called C.A.R.E.-diesel is consis-ting - among others - of fat residues from the food industry, residues from plant oil processing and renewable oil plants such as, e.g., rape, soya or palm trees. And, what is more, the lack of aromatics, as, e.g. benzene as well as a high cetane value (describing the ig-nition capability of the fuel) of 76. For comparison: Conventional diesel fuel has a cetane value between 51 and 56, with so-called premium diesel fuels, as available at normal car petrol stations, it‘s between 58 and 60.

This composition, according to the manufacturer, eliminates the bacteria problem and, at the same time, all its after-effects. Moreover, C.A.R.E.-die-sel distributor Toolfuel from Hamburg promises the fuel to have a definitely improved resistance to cold of up to minus 38 degrees Celsius, a quieter engine run and less smoke generation.Especially the last item is supposed to make the owners of older motor boats sit up and take notice. Because quite frequently discussions come up when clouds of smoke of aged diesel engines during its warm up phase pass over to the coffee tables of the neigh-boring berths.

Biofuel without bio?Though C.A.R.E.-diesel is

consisting in large parts ofrenewable raw materials,

it is no biodiesel.

Improvements in the partial loads area: With the approximately 30-year-old Volvo Penta TAMD 60 engines, C.A.R.E.-die-sel led to measurable emission reductions in consumption and sound. At top speed, the engines were about 2 dB less noisy, subjectively, were running more smoothly and consumption was about 15% less.

BOAT: PFEIL 42 WITH 2 X VOLVO PENTA TAMD 60 C

Consumption l/n.m.

Sound level dB

If you believe C.A.R.E.-diesel distribu-tor Fuel-Tool, all these problems will soon belong to the past. We wanted to know in detail and started an extensive test run at the beginning of the 2015 season, the first results of which are being published here.

Our questions were the following:

1. Is there indeed an unlimited stora-ge time of C.A.R.E.-diesel?

2. Is there a reduced smoke gene-ration compared to conventional diesel fuels?

3. What are the consequences for the running of the engine and thus noi-se generation?

4. Does C.A.R.E.-diesel have any im-pact on fuel consumption and/or the engine power?

5. Can old and new diesel engines be influenced in different ways?

In order to answer these five questions, we refueled two approximately similar two-engine motor yachts of advanced years with the new „wonder fuel“ and carried out various measurements and long-time surveys. Before the crystal-clear C.A.R.E.-diesel was filled into the tanks, all measurements were carried out first with conventional die-sel and, subsequently, the tanks were emptied completely.

As test engines, we chose two about 30-year-old Volvo Penta TAMD 60 C and two about 5-year-old Volvo Pen-ta D 6 310. This comparison allows drawing conclusions from possibly different impacts of the fuel on me-chanically controlled injection sys-tems (TAMD-engines) and modern, electronically controlled diesel engi-nes. Our testing was accompanied by engine manufacturer Volvo-Penta, ma-king it possible for us to evaluate the consumption values of the D6-engines and, moreover, they conferred their permission for using C.A.R.E.-diesel with our test engines.

SMOKE GENERATION

As described above, especially older

FUEL COMPARISON

BOAT: ANCORA 41 WITH 2 X VOLVO PENTA D 6/310

Consumption l/n.m.

Sound level dB

Only at low speeds:With the more modern Volvo D 6 engines, we could detect improvements in the number of revolutions up to about 1500 r.p.m. Consumption per nautical mile was about 10% less, sound levels maximum 2 dB below the values with conven-tional diesel. At full load, the values approximate.

diesel engines are suffering from part-ly heavy smoke generation during the warm-up phase.

The nuisances bound up with this are annoying, but cannot be eliminated with justifiable technical effort. The aged TAMD-engines of our Pfeil 42 were suffering from this problem, too. During the first minutes after starting the engine, it was impossible avoiding the generation of clearly visible smoke. After replacing the conventional diesel fuel by C.A.R.E.-diesel, the problem re-mained at first. It was only after seve-ral hours under operation that smoke generation decreased considerably.

This problem is unknown to the D6-en-gines about 25 years younger. Smoke generation during cold starting was, and still is, negligible, so that in this case, there was no difference between both fuel types, as expected. With refe-rence to „clean combustion“ we could

END SMOKEAND OFFENSIVEDIESEL SMELL

only confirm the manufacturer‘s state-ments. Now, if the C.A.R.E.-diesel will have a positive impact on the exhaust system on a long-term basis, we can-not say at this moment, this will be proved by the inspection to be execu-ted next spring.

ENGINE RUN AND SOUND LEVELThere are two criteria for evaluating the engine run. First, the purely subjec-tive impression for the driver‘s ear and, secondly, the measurable sound pres-sure level in dB. C.A.R.E.-diesel could convince in both points. Here, as well, the improvements were clearly more evident than with the D6-engines. The perceived „smoother“ engine run with the TAMDs was confirmed by measu-red values. On an average, sound levels were about 2 dB lower than with con-ventional diesel. This deviation could be measured as well with the D6-engi-nes, subjectively, there were no audible

The Volvo consumption indi-cator can be equipped subse-quently with all D6-engines

without problem

C.A.R.E. Diesel®

BIO - aber kein BiodieselNIE WIEDER DIESELPEST.

Premium Diesel ausnachwachsenden Rohstoffen.

• Keine dieseltypische Geruchsbelästigung• Deutliche Abgas-Emissionsreduktion• Keine Wasserproblematik oder Filterverstopfung• Drastisch reduzierte Verrußung des Schiffskörpers• Der ideale Diesel für umweltfreundlichen Wassersport• Ohne Einschränkungen nutzbar

C.A.R.E. Diesel® unterscheidet sich weder in seiner chemischen Struktur noch in der Handhabung von fossilem Mineralöl-Diesel, deshalb ist er im Sportbootbereich ohne weitere Modifi kationen für Dieselmotoren geeignet. Er ist vollständig mit bestehenden Verteilungs- und Logistiksystemen kompatibel und erfordert keine Zusatzinvestitionen in diesem Bereich.

TANKSTELLENSTANDORTE:

• Marina Grömitz• Yachtclub Accumersiel• weitere Standorte in Vorbereitung für die Saison 2016

56. Internationale Bootsmesse Hamburg

Halle B3.EGStand C.10231.10. - 8.11.2015

Infostand auf der Hanseboot:Wir beraten Bootseigner und Tankanlagenbetreiber über unseren innovativen C.A.R.E. Diesel®.

Übrigens: C.A.R.E. Diesel kann mehr als nur Wassersport - Unternehmenskonzepte zur nachhaltigen Schadstoffreduzierung und Problemlösung bei saisonal genutzten Kraftstoffanwendungen auf Anfrage! Weitere Informationen auf www.toolfuel.eu

TOOL-FUEL Services GmbHGrosse Elbstrasse 145e22767 Hamburg

Tel: +49 (0) 40 30764547offi ce@tool-fuel.dewww.toolfuel.eu

changes with these engines.

CONSUMPTION AND PERFORMANCEWe were eagerly waiting for the results of the consumption and speed measu-rements. For a better comparison, we used the testing results to calculate consumption interdependent from velocity, resulting in fuel consumpti-on per nautical mile (l/n.m.). with the TAMD-engines, this value with conven-tional diesel running in march (approx. 8 kn at 1250 r.p.m.) was about 1 l/n.m. When using C.A.R.E.-diesel, this value decreased to approx. 0.85 l/n.m., corre-sponding to a cut down of around 15%. When increasing the number of revolu-tions and approaching sliding cruise, the savings were reduced and, from about 12 kn onwards, were lost enti-rely. In the velocity segment between 13 kn and 16 kn (2200 r.p.m. to 2500 r.p.m.) the picture was even reverse: At 2500 r.p.m. (16 kn) the TAMDs consu-med about 0.17 l/n.m. per engine more C.A.R.E.-diesel than conventional die-sel. In the full load area, 18 kn at 2700 r.p.m., C.A.R.E consumption was re-duced in order to finally remain slight-ly (0.07 l/n.m.) below the value of the conventional diesel. A similar picture resulted from the measured values of the more modern D6-engines with the Ancora 41. here, too, C.A.R.E consump-tion per nautical mil remained, first in

displacement cruise (8 kn) around 10% below the values of conventional diesel, in order to then adapt to sliding cruise, which means in case of this boat about 3000 r.p.m. In number: At around 23 kn of top speed about 2.8.l of fuel per nautical mile are passing through each of the engines‘ injecti-on nozzles, no matter, if standard or C.A.R.E- diesel had been refueled. So, comprehensively, we can ascertain in this testing unit, that synthetic

Our test candidates: Pfeil 42 (left) with two Volvo Penta TAMD 60 C and Ancora 41 (right) with two Volvo Penta 06-310 diesel engines

STORAGE CAPACITyWith reference to the alleged nearly un-limited time of storage of the C.A.R.E.-fuel, i.e., after the testing period of approximately six months, we are not yet in a position to report final results. Our bacteria tests via quick testing did not show any infestation so far. Never-theless, this fact is not very reliable as conventional diesel as well can be used without problems after this period. As for this, we have to wait for the coming winter storage and the next summer season to present reliable results.

RESULTSummarizing all single results, we come to the following conclusion: The manufacturer‘s specifications referent C.A.R.E.- diesel are correct for the area tested by us. Smoke generation is si-gnificantly reduced, the sound level measured in dB are about 2 dB lower, fuel consumption is measurably lower in the partial loads area. And we would like to stress the fact that the usual mal odour generated from conventio-nal diesel fuel is not applicable at all. Due to its composition, C.A.R.E.-die-sel cannot smell of diesel fuel. And, in addition, considering the significantly higher cetane value as well as its high resistance to cold of up to minus 38 degrees Celsius, we are quite confi-dent, that C.A.R.E.-diesel will look into an interesting future, at least in the maritime field.But, of course, there is no light without shadow: Availability of the new fuel is still limited at nautical petrol stations. Currently, this fuel is only available at the petrol station of the Grömitz Mari-na (Baltic Sea) and at the Yacht Club Accumersiel (North Sea), though there are more to come for the start of the season in 2016. Among them, hopeful-ly inland petrol stations as well. Prices for C.A.R.E.-diesel are guided by the market prices of conventional diesel fuel, in consequence, they are not sup-posed to be much higher.

C.A.R.E- diesel does definitely lead to cost cut downs in the lower area of revolution numbers, which, neverthe-less, are adapting then to the normal values in the full load area. Conside-ring, though, that boats of this size are generally cruising with lower velocities and numbers of revolutions on longer distances, in the end, there will remain a saving of about 40 Eu-ros for a distance of 2000 n.m.

FUEL COMPARISON

THE ONLy DISADVAN-TAGE: AVAILABILITy

IS STILL LIMITED