It is cheaper, better for your engine and almost 100% more environmentally friendly than mineral diesel.
The Facts about GreenerDiesel. It:
1. Produces no SO2 (sulphur dioxide);
2. No net CO2 (carbon dioxide);
3. Up to 20 times less CO (carbon monoxide);
4. Reduces soot emissions by 40-60%;
5. Reduces the following carcinogens (polycyclic hydrocarbons PAHs):
(a) Phenanthren by 97%;
(b) Benzofloroanthen by 56%;
(c) Benzapyren by 71%
(d) Aldehydes and aromatic compounds by 13%.
6. Biodegrades 4 times faster than mineral diesel. It is as biodegradable as sugar and as toxic as table salt.
GreenerDiesel has a high flash point (ignition temperature) at 300° F/150° C compared with mineral diesel 125°F/52°C. Therefore regulations concerning its storage are far less onerous.
Because of its lubricant properties GreenerDiesel increases the life of diesel engines.
Environmental Politics
The UK is committed to working towards a more sustainable environment. The 1994 Kyoto Protocol requires the UK to reduce CO2 emissions by 12.5% as compared with 1990 levels by 2010. The UK has set itself even more onerous targets by cutting CO2 emissions by 20% by 2010 and 60% by 2050. As part of this commitment the taxation of biofuel, at 20% for 2008/9 & 9/10, is far less onerous than mineral diesel. The UK has set up the Renewable Fuels Agency to ensure that The Renewable Transport Fuel Obligation Order 2007 (hereinafter the 2007 Fuel Order) is complied with. It obliges fossil fuel suppliers to ensure that by 2010, biofuels account for 5% by volume of all fuel sold on petrol forecourts. EU Directive (2003/30/EC) requires member states to set indicative targets to increase the use of biofuels by 5.75% of EU transport fuels by 2010.
In London, the use of the congestion charge will ensure that vehicles emit less CO2.
The Diesel car history
Diesel engines are more efficient than petrol engines of the same power, resulting in lower fuel consumption. A common margin is 40% more miles per gallon for an efficient turbodiesel. However, such a comparison doesn't take into account that diesel fuel is denser and contains about 15% more energy by volume. Although the calorific value of the fuel is slightly lower at 45.3 MJ/kg (megajoules per kilogram) than petrol at 45.8 MJ/kg, liquid diesel fuel is significantly denser than petrol. This is important because volume of fuel, in addition to mass, is an important. No vehicle has an unlimited fuel storage.
Adjusting the numbers to account for the energy density of diesel fuel, one finds the overall energy efficiency of the aforementioned paragraph is still about 20% greater for the diesel version, despite the weight penalty of the diesel engine.
While higher compression ratio is helpful in raising efficiency, diesel engines are much more economical than petrol engines when at low power and at engine idle. Unlike the petrol engine, diesels lack a butterfly valve (throttle) in the inlet system, which closes at idle. This creates parasitic loss and destruction of availability on the incoming air, reducing the efficiency of petrol engines at idle. In many applications, such as marine, agriculture, and railways, diesels are left idling unattended for many hours or sometimes days.
Because the burned gases are expanded further in a diesel engine cylinder, the exhaust gas is cooler, meaning turbochargers require less cooling, and can be more reliable, than on spark-ignition engines.
The increased fuel economy of the diesel engine over the gasoline engine means that the diesel produces less carbon dioxide (CO2) per unit distance. Recently, advances in production and changes in the political climate have increased the availability and awareness of biodiesel, an alternative to petroleum-derived diesel fuel with a much lower net-sum emission of CO2, due to the absorption of CO2 by plants used to produce the fuel.
Although concerns are now being raised as to the negative effect this is having on the world food supply, as the growing of crops specifically for biofuels takes up land that could be used for food crops and uses water that could be used by both humans and animals. This is not the case with GreenerDiesel.
The two main factors that held diesel engine back in private vehicles until quite recently were their low power outputs and high noise levels, characterised by knock or clatter, especially at low speeds and when cold. This noise is caused by "piston slap", the sudden ignition of the diesel fuel when injected into the combustion chamber slamming the cold-contracted piston into the cylinder wall. The tolerances between the piston and cylinder wall are greater at cold temperatures to allow expansion at higher temperatures. A combination of improved mechanical technology (such as two-stage injectors which fire a short "pilot charge" of fuel into the cylinder to warm the combustion chamber before delivering the main fuel charge) and electronic control (which can adjust the timing and length of the injection process to optimise it for all speeds and temperatures) have partially mitigated these problems in the latest generation of designs. Poor power and narrow torque bands have been helped by the use of turbochargers and intercoolers
Emissions
Diesel engines produce very little carbon monoxide as they burn the fuel in excess air even at full load.
When starting from cold, like petrol engines, the engine's combustion efficiency is reduced because the cold engine block draws heat out of the cylinder in the compression stroke. The result is that fuel is not combusted fully but with electronic injection, the timing and length of the injection sequence can be altered to compensate for this.
