On-site Refueling

On-site fueling provides simplicity, convenience and cost-effective productivity with your next project.

On-Site Refueling in Oregon 150 150 Star Oilco

On-Site Refueling in Oregon

Wet Hose Fueling and Mobile On-Site Diesel Delivery in the Pacific Northwest.

If some days you have more work than drivers…

Wet Hose Fueling Service in Portland

Mobile On-site refueling or “Wet Hosing” is a solution that will push more money to your bottom line and reduce stress on your drivers.  Star Oilco can also merge our mobile onsite refueling service with our national Fleet Card system.

 One bill, labor saving in town and secured fleet fueling over the road.


  Top Five Reasons to Use Wet Hosing for your Fleet Diesel Fueling

On-site refueling or “Wet Hosing” is a preferred method for fueling these days. Fleets of all sizes prefer getting their fleet fueling delivered after hours in their yard. The reasons are numerous but at the top of the list, labor is the driving force behind it.

Shaving off even fifteen minutes of labor–which is one of the two highest costs for most fleets, right after diesel–can have a huge payback to the bottom line.

If your fleet is consistently on overtime or short that one extra hour of legal driver time, picking up fifteen to thirty minutes per truck a few times a month can be a huge opportunity. On top of that fleet fueling, your diesel can also save considerably just by controlling where you pay your fuel taxes (Oregon PUC is tax exempt on the fuel bill, while Washington cardlock and truck stops are paying nearly $.50 a gallon in Washington diesel road tax).  Though you are paying IFTA, why pay the tax earlier than you need to.

Call Star Oilco if you have questions and want to examine the payback value of Mobile On-site Refueling compared against your current vendor for diesel. You might be surprised how much it will save you in time, money and management effort.

Five Reasons your fleet should use Mobile On-site Refueling:

  1. Driver Time – The most valuable resource your fleet owns.
    • Truck drivers are a limited resource and they cost more than you can usually measure in money alone. Without calculating the lost productivity of your truck, you are paying over $10 each time you allow your drivers to stop for fuel. Just the out of route, stopping, and getting back on the road time will put refueling your own trucks at a half hour of lost time. As the average fill up we see is under 50 gallons fueling your own trucks will cost you $.20 to $1 a gallon in labor costs alone.
  2. One More Stop – Picking up productivity in your fleet.
    • Getting drivers on the road and without a reason to be out of route pays back dividends. If you pay productivity bonuses, your most productive drivers will thank you as well. Even in fleets where pay is by stop, not based on hourly wages, the ability those few times a year when drivers are so busy they are bumping up against DOT work rules, they will thank you for the convenience of being ready to go the start of each shift and not having to worry about that one more stop on the way back to base. A few extra stops a year is often worth thousands of dollars to your bottom line–more than a cost of a tank of diesel.
  3. Save on the Cost of Diesel
    • Today the price of diesel at gas stations, truck stops, and other retail options is high compared to wholesale rack averages.  It is not uncommon for our customers to get an extreme labor savings with Mobile Onsite Fueling while also saving on the cost of diesel at the end of the month.  If you are using a credit card to buy fuel, the added Credit Card pricing of diesel is usually $.10 or more cents a gallon. Cut out the retail mark up on fuel and get a cost plus deal with a true wholesale diesel seller delivering into your yard after hours.
  4. Easily Integrates with cardlock and other fleet cards onto one bill easily.
    • If you have a major hub with a critical mass of trucks in town, wet-hosing yPride Advantage Sample Cardour fleet can pay back rapidly. Even if the majority of your fleet is over the road and out of town, on-site refueling can be a money saving proposition. You can also integrate it seamlessly with a Pacific Pride, CFN, Fuelman, Voyager or other fleet card program as well. Star Oil can provide a Pacific Pride or Fuelman card that will work over the road consolidating all your fuel into one bill. Star can also accept Fuelman, Comdata, WEX or Voyager and bill those fleet cards directly with onsite refueling. Call if your fleet uses one of these national fleet cards and you want to move to wet hosing billed directly to the card and license plate of each one of your trucks. (For further reading on corporate fleet card security features please read our article on Upgrade your Fleet Card’s Security Features)
  5. Cost Plus Diesel – Budget to know every day you are getting a good wholesale rate for your fleet.
    • Star Oilco can connect your fleet to an agreed and easily verifiable cost plus supply agreements. Be it OPIS Average or Low Rack Plus agreements we can guarantee you have a good wholesale price of fuel. On-site refueling will provide a simplified fleet management experience for both your drivers and your Accounts Payable department. Call us if you want to talk about what this can do for your business. ( For further reading on the benefits of premium diesel and a wholesale partner for diesel, read our article on What is the benefit of Premium Diesel versus untreated diesel?)

Contact Star Oilco with any questions you may have.  

We are here to serve you and keep the process simple.

Construction equipment fuel delivery service

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Backup Generator Fuel 150 150 Star Oilco

Backup Generator Fuel

Star Oilco Generator Refueling Service

Make sure your generator fuel tank is filled before the power outage strikes.


Commercial Fleet Fueling in Portland


Remember that ordering diesel for your generator is a specialized service.

You want to stabilize and treat your diesel for generators and other back up equipment.

Order fuel treated for long term storage!

We often receive questions about backup generators, backup water pumps, and other emergency equipment. Fueling these critical pieces of equipment is a special kind of fueling service but we’re here to answer all your questions.

Generator Fuel is a specially treated oxidative stabalized off-road fuel designed to store for years.

Fuel for a backup generator is a specialized product. Besides the fuel, the service itself takes a vendor who understands your needs and can keep you up and running in an emergency.

Generators take off-road diesel, of course, but you want an ultra low sulfur diesel to ensure it works with modern emission systems. Some companies may deliver a higher sulfur heating oil product that looks the same but can foul the emission systems of your equipment.

Backup Generator Fuel in Portland

Beyond just the service provided by a truck and driver, you also want a vendor who offers a fuel stabilizer and biocide for the special long term storage needs of your backup generator. Star Oilco recommends you add a biocide and long term storage stabilizer to your fuel to ensure it is good whenever you need it. We use Valvtect Bioguard Plus 6 for generators, emergency water pumps, backup boiler fuel, and other long term storage purposes. This product kills any existing biological growth and stabilizes your fresh diesel fuel for long term storage. Make sure your diesel is ready the next time you need backup power.

As a complimentary service to our customers, Star Oilco will also test fuel for its quality. If you want to confirm fuel quality at the time of a top off, let us know and we will ensure the driver has a sample kit to get your backup fuel tested for peace of mind.

Feel free to message us if you need a backup tank filled. If you are in charge of Corporate Fueling, please call with any questions you may have.

Read more about stabilizing your generator fuel for long term storage.

Keep it simple with Star Oilco. We make it easy for you to be prepared.

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Upgrade your Commercial Fueling Efficiency 150 150 Star Oilco

Upgrade your Commercial Fueling Efficiency

Use a Pacific Pride Cardlock card to save money.

Commercial Fuel Best Practices for Fleet Managers.

Use commercial-only Pacific Pride Cardlock locations, along with our wet-hose fueling service, as a winning combo for your fleet.

Save on labor and fuel costs.

Are you looking to use a commercial fuel card to simplify your fuel buying?

Star Oilco can make that easy for you.

Regardless of what system you choose, there are some organizational best practices, that when implemented, will be self-reinforcing in your organization. Simple little changes to how you approach your commercial fuel service will greatly reduce any opportunity for theft.

Whether you use a Pacific Pride, Voyager, WEX, Comdata, Fuelman, or CFN corporate fleet card, you can take inventory of what you are currently doing and upgrade that process with these best practices. You can connect these best practices to a policy driven approach to knock out fuel theft and guarantee more efficiency in keeping your commercial fuel needs met.

Fleet Card Best Practice #1: Call your current card provider and ask for a list of every active card, the last time it was used, the PINs associated with these cards, and security features associated. Check these against your next bill to see what cards aren’t actually being used. Turn off an card not being used.

Fleet Card Best Practice #2: Annually take inventory of what cards you have and who is using them. Line up this list of active cards with your employees and make sure there isn’t a lost card out there. Often a card policy implemented by HR or your dispatcher is a good way to track what employees have what cards. On a regular basis, pass a clip board around asking each employee with a fleet card to confirm they still have that card and initial a confirmation that the card is still in their possession. You would be surprised how individual cards can float between employees as it is easier than asking for a new card.

Fleet Card Best Practice #3: Audit your transactions regularly. This is a great project for your accounts payable to look through. Check against the card list of active cards looking for transactions that occur outside of normal business hours and days. Look for locations outside of your service area as well. Also look for cards with more than one transaction in a day or large volumes, as often that’s theft.

Fleet Card Best Practice #4: Put your fleet cards on the key ring dispatched with the vehicle, not with the driver. To limit a risk of a stolen card, restrict card ownership to management and maintenance. Everyone else should have cards directly connected with a vehicles license plate, so it’s obvious if that card goes missing.

Fleet Card Best Practice #5: Program your cards for the vehicles they are attached to. You do this by connecting the card to the vehicle with a key ring. Then program the fleet card to only allow a specific fuel for that vehicle (regular, premium or diesel), limit the fill volume needed for that vehicle’s tank, and also limit the times of day that vehicle can get fuel. This reduces the opportunity for theft to exceed a small minimum and also makes theft obvious when the limits are hit.

Fleet Card Best Practice #6: It’s the 21st century so manage in real time. Make sure your commercial fuel provider can send an email to your dispatch or fleet management in real time as the fuel cards are being used. These “E-Receipts” are an easy way to manage good behavior and knock out bad actors in real time. Mistakes relating to efficiency or theft will be far more obvious and trainable if the transaction is observed the day-of rather than a week later. Instant feedback and communication is critical to change bad behavior of drivers who mean to do well but may just have made a simple mistake.

Fleet Card Best Practice #7: Buy fuel by your vehicle not by an individual. Connect large volume commercial fleets to mobile onsite fuel and one invoice makes it easy to see what vehicle was fueled by by who. You can do this by moving your commercial fuel card program to a “floating PIN” system. All modern fuel cards should offer this option. It enables you to attach the fleet card to the vehicle (all costs are tracked by the vehicle number and/or license plate on your invoices) and provide a unique and secret PIN to each of your driving employees. If they use the card, their name appears on the bill next to their transaction. If PINs are kept secret and this is enforced, any theft or inappropriate fuel usage will be extremely obvious and accountable.

Fleet Card Best Practice #8: Adopt a “No Tolerance Fuel Theft Policy” as part of your hiring process, as well as every time you replace or issue new fleet cards. This is a policy managed by your Human Resources or driver compliance department. It is a form disclosing that any fuel cards or PINs related with cards are confidential and assigned to a person or vehicle. Any use of a PIN will be the responsibility of the person who that PIN is associated with. A personal private PIN is their responsibility. If it is used, they are responsible and any observed fuel theft will be a first time fire/termination offense. PINs are to be kept secret and if the PIN is known by someone else, it is their responsibility to let management know and get that personal PIN changed.

Fleet Card Best Practice #9: Commercial fuel buyers, especially in the Pacific Northwest, have buying power!  Negotiate a Cost Plus basis for your fleet fueling costs. You should be able to have a frank conversation with your commercial fueling provider about where prices come from and how much margin they charge you. In many markets, fuel providers can even get a wholesale cost plus basis for fuel that beats the retail street mark ups. Pacific Pride and CFN stand alone commercial cardlocks are focused on this type of need. Often the savings for diesel customers is very substantial due to this model of pricing.

Fleet Card Best Practice #10: Negotiate the terms you need for the way you buy fuel. If you have a frank conversation about the terms and costs related with buying fuel, you’ll have more options that are available, but not advertised. Industry standard for fuel sellers is either ten day terms with twice monthly or monthly billing. If you have the ability to pay faster, often deeper discounts are provided. For extremely large customers daily billing could net thousands of dollars in savings a month. For operations relying on 45 day fuel charge reimbursements, talking to a fuel vendor about matching your fuel bill with a fleet’s Accounts Receivable can prevent huge cash-flow crunches.

Need to secure your commercial fuel program from fuel theft?

Do you want to reduce driver labor hours with wet-hose refueling at the same time?

Call Star Oilco, we make it easy.

Star Oilco can help you field all of these Best Practices. Our motto is “Keep it Simple” and we are there to make this easy. Feel free to reach out and see what Star Oilco can do for your fleet to upgrade it’s fleet fueling security.

To download a white paper on these Pacific Pride fuel card security feature best practices go HERE to our Stop Fuel Theft page.


Star Oilco is an independent Franchisee of Pacific Pride

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About Diesel Fuel 150 150 Star Oilco

About Diesel Fuel

Bulk Diesel Fuel Frequently Asked Questions

Ultra Low Sulfur Diesel is 15 PPMDyed Off-Road Diesel

Where your diesel comes from and what you need to know about ASTM Diesel Standards and ISO cleanliness code.

Where do Pacific Northwest vendors get their fuel?

In the Pacific Northwest, diesel is fungible. Everyone buys their fuel from each other in some way or another.  

This means that every refiner is typically expecting to mix their diesel and gasoline products. The real difference is in the care a vendor takes to filter the fuel, additize and continuously check their fuel quality. If you are buying at the absolute lowest price possible, know that there is an incentive to skip any added value of quality assurance.

Through its Pacific Operations unit, Kinder Morgan operates approximately 3,000 miles of refined products pipeline that serves Arizona, California, Nevada, New Mexico, Oregon, Washington and Texas. With roots dating back to 1956, it is the largest products pipeline in the Western U.S., transporting more than one million barrels per day of gasoline, jet fuel and diesel fuel to our customers. The company-owned terminals also provide additional services, such as liquid petroleum product storage and loading facilities for delivery trucks.

Diesel Fuels

In the United States, diesel fuel is controlled according the American Society for Testing and Materials Standard D975-97.  This standard describes a limited number of properties that diesel fuels must meet.  It should be noted that the requirements are all performance- based.  They do not mandate the composition of the fuel, only the specific performance related requirements demanded of a fuel for a diesel engine.  The requirements of D975 are described below. 

ASTM Specifications for Diesel Fuel Oils (D975)*

* You can go to the source of ASTM HERE if you have an interest in really getting in depth.

Diesel fuel is characterized in the United States by the ASTM standard D975.  This standard identifies five grades of diesel fuel. We are only going to talk about the two most popular commercially diesel fuel used — No 1 and No. 2 diesel. The ASTM D975 standard is made up of a series of different tests that check the characteristic ranges of a fuel to confirm it is adequate to operate in your equipment. In simple terms, they are checking for specific gravity, the vapor point (when it turns into a gas), the flash point (when it catches fire), the dirt content, water content (how much microscopic entrained water), and a host of other requirements diesel must meet in order to be legal to be sold for use in your engine.

Grade No. 1-D and Ultra-Low Sulfur 1-D: This is a light distillate fuel for applications requiring a higher volatility fuel to accommodate rapidly fluctuating loads and speeds, as in light trucks and buses. The specification for this grade of diesel fuel overlaps with kerosene and jet fuel, and all three are commonly produced from the same base stock. One major use for No. 1-D diesel fuel is to blend with No. 2-D during winter to provide improved cold flow properties.  Ultra Ultra-Low sulfur fuel is required for on-highway use with sulfur level < 0.05%. 

Grade No. 2-D and Ultra-Low Sulfur 2-D:  This is a middle- or mid-grade distillate fuel for applications that do not require a high volatility fuel. Typical applications include high-speed engines that operate for sustained periods at high load. Ultra-Low sulfur fuel is required for on-highway use with sulfur level < 0.05%.

RecologyDealing with Dirty Fuel and Today’s Tier 4 Engines

Water and dirt are the biggest concerns for fuel quality. Why? Because no matter how perfect fuel is refined, these two elements can find their way into fuel and crash its performance. Water and dirt often build up in tanks just from the temperature change between night and day, causing a bulk fuel tank to breathe. Condensation and dust can also find their way into a bulk storage tank. If not addressed, they build up and will cause mechanical failures.

Dirty fuel will cause premature parts failure in equipment of any age. But newer equipment has far tighter tolerances than what we saw in previous decades. Today’s new and improved Tier 4 rail injector engines are more efficient, they burn cleaner, and run better, they are more powerful than ever before. But there are things that make fuel quality more important than ever. Because of the extremely high pressures (upwards of 35,000psi at the injector tip), the possibility of damage from dirty wet fuel is more prevalent than ever. This damage is much more pronounced in newer equipment with High Pressure Common Rail (HPCR) fuel systems. Hard particulate is commonly referred to as “dirt,” but is in fact made up of a wide variety of materials found at job sites (coal, iron, salt, etc.), generated by fuel tanks and lines (rust, corrosion, etc.) and inside engines (carbonaceous materials and wear particles).

Frequent diesel fuel filter changes — as well as the expensive, and time consuming, task of cleaning diesel fuel tanks — have become acceptable periodic maintenance, instead of a warning signal, for diesel engine failure. Diesel fuel filter elements should last a thousand hours or more, and injectors should endure 15,000 hours. However, since diesel fuel is inherently unstable, solids begin to form and the accumulating tank sludge will eventually clog your diesel fuel filters, ruin your injectors and cause diesel engines to smoke.


  • Clogged and slimy filters
  • Dark, hazy fuel
  • Floating debris in tanks
  • Sludge build up in tanks
  • Loss of power and RPM
  • Excessive smoke
  • Corroded, pitted injectors
  • Foul odor

The solids that form as the result of the inherent instability of the diesel fuel and the debris formed in the natural process of fuel degradation will accumulate in the bottom of your fuel tank. The sludge will form a coating or “bio-film” on the walls and baffles of the fuel tank, plug your fuel filters, adversely impact combustion efficiency, produce dark smoke from the exhaust, form acids that degrade injectors and fuel pumps, and impact performance. Eventually, fouled diesel fuel will clog fuel lines and ruin your equipment.

The Bigger Picture: ISO (International Standardization Organization)ISO Chart 1

In today’s world, the definition of what constitutes clean or dirty fuel is critically important and, as such, fuel cleanliness levels are now measured and reported according to the ISO Cleanliness Code 4406:1999. The International Organization for Standardization (ISO) created the cleanliness code to quantify particulate contamination levels per milliliter of fluid at three sizes: 4μ, 6μ, 14μ. Microns.

Fuel Cleanliness vs. Engine Technology

Fuel cleanliness levels using the ISO4406:1999 method were officially documented as a global standard only as recently as 1998 with the development of the Worldwide Fuels Charter (WWFC). Since its inception, the charter has established a minimum cleanliness level for each of the diesel fuels under various available categories around the world.

Most mainstream engine OEM’s now subscribe to these standards. Interestingly (and somewhat troubling to note), however, is that fuel cleanliness levels as specified by engine OEM’s and the WWFC have not changed since their inception in 1998, despite the enormous advances in fuel injection technology. This relationship is best represented in the previous table that identifies the advances in fuel injection systems and clearly highlights how OEM’s and the WWFC have not responded to reduce fuel cleanliness in accordance with advancements in technology.

Diesel Fuel Injection – Advancing Technologies & Cleanliness Levels

ISO Chart 4This table  identifies that, over time, fuel injector critical clearances have halved and fuel pressures have doubled, yet the level of fuel cleanliness being specified has not changed in accordance with such advancements. In fact, the same cleanliness levels specified in 2000 are still being used today despite these magnificent technological design advancements by engine manufacturers worldwide.

Leading fuel injector manufacturers around the world have clearly identified and communicated that they require ULSD fuels with ISO fuel cleanliness levels as low as ISO12/9/6 to maintain ultimate performance and reliability. It is here where we see an enormous mismatch in what the fuel injection OEM desires as a fuel cleanliness level, to what the engine OEM’s and the WWFC are advising the industry. The following table identifies the discrepancies in fuel cleanliness levels.

Diesel Cleanliness Levels

 ISO Chart 3                        






WWFC Diesel Category Fuel Cleanliness Standards                                                                                                      ISO Chart 5





Damage Caused by Hard Particulate

Hard particulates cause problems with moving parts in the fuel system. This can lead to starting problems, poor engine performance, idling issues and, potentially, complete engine failure. All too common, hard particulates damage engines.

The spray pattern generated by the HPCR injector is critical for proper combustion and overall fuel system performance. (1) sm-injector-with-red-light-Bosch

It must be extremely precise in terms of quantity, distribution and timing. Ball seat valves are sealed with balls that are only 1mm in diameter. A good seal is absolutely necessary for proper injection. Damage from erosive wear, such as shown below, will cause over fueling, leading to decreased fuel efficiency and eventually shut you down altogether.

hpcr injector damaged by hard particulate(3) high-pressure-fuel-system-wear

Pump performance can also be compromised by scoring and abrasive wear. These issues are magnified by tighter tolerances and extreme pressures in HPCR engines. In these circumstances, it is the smallest particles (1-5 microns in size) that cause the most damage, virtually sand blasting part surfaces.

Allowable Levels of Hard Particulate 

(4) dirt-in-vs-allowed-in-1000-gal-dieselIn some parts of the world, 10,000 gallons (38,000 liters) of “typical” diesel contains 1-1/2 lbs (700 grams) of hard particulate; this is 1000 times more than the 1/4 oz. (0.7 grams) per 10,000 gallons (38,000 liters) that is allowed by the cleanliness requirements of high pressure common rail fuel systems. In reality, there is no “OK” level of hard particulate. Injector manufacturers are very clear that damage caused by hard particulate reaching the engine is not a factory defect, but rather the result of dirty diesel that is not fit for use in HPCR fuel systems. At the end of the day, the end user is responsible for the fuel he puts into his equipment, and the consequences thereof.

How Dirt Enters Fuel

Dust and dirt are all around us, especially on job sites. Diesel fuel is fairly clean when it leaves the refinery but becomes contaminated each time it is transferred or stored. Below you will find some of the key contributors of fuel contamination:

Pipelines: Most pipelines are not new, and certainly not in pristine condition. Corrosion inhibitors are added at most refineries to help protect pipelines, but rust and other hard particulate is nevertheless picked up by the fuel that flows through them.

Barges and rail cars: How often are they drained and scrubbed out? What was in the last load? Where did it come from? How much of it was still in the tank when your load was picked up? How long was it in transit? Is the tank hermetically sealed? There are many opportunities for contaminants to make their way into the fuel.

Terminal tanks: Terminal tanks usually see a high rate of turnover, so there is not much time for the fuel to pick-up contamination from outside ingress. Has the tank ever received a “bad load” from a pipeline or a barge? Has larger dirt had a chance to settle on the bottom of the tank? How often has it been cleaned out? Was it just filled? Did the bottom get churned up in the process? How full was the tank when your fuel was loaded into the delivery truck? There are many variables that can affect fuel cleanliness.

Delivery trucks: All the same issues that apply to stationary tanks also apply to tanker trucks, except that truck tanks never get a chance to settle. In addition, have you ever considered how much dirt gets into that tanker while it is delivering fuel to a customer, potentially a customer in an extremely dusty environment? As fuel flows out, air is sucked in to displace it. Is there anything protecting the inside of the tank from all the dust in the air? Generally not. Venting is typically completely unprotected, as seen in the image to the right.

Storage tanks: Onsite bulk storage tanks typically see less rapid turn-over than terminal tanks. In addition to those issues, yard and jobsite tanks can also develop serious problems with other sources of contamination, such as the ingress of dirt and water, condensation, rust, corrosion, microbial growth, glycerin fall-out and additive instability. Time and temperature become big factors affecting fuel quality.

Dispensing process: How far does your diesel need to travel between the bulk tank and the dispenser? The more pipe it runs though, the more potential there is for contamination. Are your dispenser nozzles kept clean? Are they ever dropped on the ground? Then what? What about the vehicles’ fuel tank inlets, are they clean? Think about the extremely tight tolerances in your fuel system, then take another look at housekeeping issues. You will see them through new eyes.

Onboard fuel tanks: Contamination continues even after the fuel is in the equipment. What has that tank seen in the past? Has it been left stagnant for long periods? What kind of protection is there on the equipment’s air intake vents? Heavy equipment does hard, dirty work.

Engines: Unfortunately, even if the fuel in your tank could be perfect, additional contamination is generated by the fuel system itself. Wear particles are created by mechanical friction. High heat and extreme pressure generated inside the modern engine, lead to coking and the creation of carbon products at the injector. Much of this internally-produced particulate is returned to the fuel tank, along with the unburned diesel.

The Bottom Line

No one gets special fuel, no one has better fuel, no one has cleaner fuel. Diesel fuel vendors get the same fuel, from the same pipeline, delivered to the same terminals. We all wait in the same lines with our tank trucks to get that same fuel. So ask yourself: Given that the fuel is the same, what sets one vendor apart from all the others? Star Oilco Premium Diesel fuel is treated with Hydrotex PowerKleen® additive running through Donaldson filtration systems.

Clean, dry, premium diesel


Read about Star Oilco’s approach to Fuel Quality Assurance: Star Oilco – Precision Fuel Management

Read about dealing with biological growth in your diesel tank: Bioguard Plus 6 biocide treatment for diesel

Get Chevron’s Technical Manual to Diesel Fuel (essentially an easy to read text book on diesel): Chevron’s Fuel Technical Review

Get a white paper from Donaldson Filtration on tier 4 engines and fuel cleanliness: Donaldson on Tier 4 Engine Fuel Contamination

Read more about Donaldson Desiccant Breathers for bulk diesel tanks: Why use a Donaldson Desiccant Breather for a bulk diesel storage tank.