Iowa Training presentation

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Biodiesel for Diesel Technicians

S d bSponsored by:Iowa Biodiesel Board, National Biodiesel Board

through funding by the Iowa Power Fundand the Soybean Checkoff

Biodiesel for Diesel Technicians

At the end of today’s session, you will:Answer general questions about biodiesel that

b k d t h i iyou may be asked as a technicianUnderstand why customers want biodieselUnderstand the importance of fuel quality and the BQ-9000 programBe able to discern issues between normal diesel problems and poor quality biodieseldiesel problems and poor quality biodiesel imposters or out-of-spec biodiesel when they hit the shop

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Basics of Petrodiesel

How is diesel made?Crude petroleum oil is heated up to separate the complex mixture of h d b i t bl d thydrocarbons into usable products like diesel, gasoline and engine oils

Each petroleum derived product contains hundreds or thousands of compounds and is distinguished by its boiling point and physical properties

Today’s diesel fuel undergoes a hydro-treating process to reduce sulfur down to 500 or 15 ppm

In future, it will likely all be 15 ppm

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Typical Refinery Products Product Boiling Range

Deg. F Boiling Range

Deg. C

1000 +540 +Asphalt

650 - 1200 340 - 650 Residual Oil

650 - 1000 340 - 540 Lube Oils

350 - 650 180 - 340 #2 Diesel, Furnace Oil

340 - 515 170 - 270 Kerosene, Jet Fuel, #1 Diesel

80 - 40030 - 200Gasoline

-40 - 31 -40 - 0 LPG

Solid Petroleum Coke

1000 + 540 + Asphalt

From: Schmidt, G.K. and Forster, E.J., “Modern Refining for Today’s Fuels and Lubricants,” SAE Paper 861176, 1986.

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3 PROPANE METHANOL ETHANOL

Benzene

8 ISO OCTANE (GASOLINE)

Toluene Xylene

20 CETANE (DIESEL FUEL)

Petrodiesel Composition

20-35 % aromatic compounds (benzene20 35 % aromatic compounds (benzene, xylene, toluene, etc.)60-80 % straight/branched hydrocarbons generally with 8 to 24 carbons Some polycyclic aromatic compounds and p y y psulfur compoundsNo oxygen containing compounds

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Petrodiesel Delivers Important Diesel Properties

Auto-ignition = Cetane NumberBTU Content = Fuel Economy/PowerVi it F l Thi kViscosity = Fuel ThicknessCloud Point = Fuel Gelling TemperatureLubricity = Component WearSulfur = Lubricity, Anti-microbialCleanliness = Dirt Water MetalsCleanliness = Dirt, Water, MetalsStability = Shelf Life, Filter BlockingComposition = Emissions

American Society for Testing and Materials (ASTM)

ASTM sets fuel standards for USConsensus votingConsensus votingBest engineers and chemists from engine, fuel system, users, petroleum, biodiesel, consultants, regulatorsO i

ProducersUsersConsumers

General

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One negative vote can fail a ballotSuper majority (2/3) required for over ride

Interests

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ASTM D975 is the diesel specThe important diesel fuel properties are set byThe important diesel fuel properties are set by the ASTM specifications

Or are pre-determined by the nature of the compounds that make up diesel fuel

There is a significant amount of variability in diesel fuel which meets D975

Based on engine performance and climate

This maximizes availability of fuel that will perform at the lowest cost to user

Diesel Fuel -ASTM D 975 Grade Grade Grade Grade Grade Property LS #1 LS #2 No. 1-D No. 2-D Flash point °C, min 38 52 38 52 Water and sediment, % vol, max. 0.05 0.05 0.05 0.05 Distillation temp., °C, 90% Min. -- 282 -- 282

Max 288 338 288 338 Max. 288 338 288 338Kinematic Viscosity, mm2/s at 40°C Min. 1.3 1.9 1.3 1.9 Max. 2.4 4.1 2.4 4.1 Lubricity, HFRR@60C 520 520 520 520 Micron, max Ramsbottom carbon residue, on 10%, %mass, max. 0.15 0.35 0.15 0.35 Ash, % mass, max. 0.01 0.01 0.01 0.01 Sulfur, % mass, max 0.05 0.05 0.50 0.50 Copper strip corrosion,

Max 3 hours at 50°C No 3 No 3 No 3 No 3 Max 3 hours at 50 C No. 3 No. 3 No. 3 No. 3Cetane Number, min. 40 40 40 40 One of the following Properties must be met: (1) cetane index 40 40 -- -- -- (2) Aromaticity, % vol, max 35 35 -- -- --

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Commercial Alternative FuelsSome need a totally new engine design:Some need a totally new engine design:

Propane, natural gas, methanol

Some can be used in existing engines with some re-design or minor modifications:

E85, B100

Some can be blended with traditional fuel andSome can be blended with traditional fuel and used in existing engines with little or no modifications (‘drop in’ fuels):

E10, B20 and lower

Commercial Alternative Fuels for Existing Engine Technology

Must be similar for important parameters ofMust be similar for important parameters of the fuel the engine was designed forHopefully improves some parametersBrings some other beneficial attribute to the table that people believe is important

Social (emissions green house gases)Social (emissions, green house gases)Physical/chemical (high cetane or lubricity, etc.)Economic (i.e. cheaper, low cost option)

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What is Biodiesel??Raw Veg Oil—NO!Oil—NO!

“Bio-Willie”

Yes but

Ethanol—NO!

Yes, but not from marijuana oil!

Ethanol is not Biodiesel!!!Ethanol is made from fermenting the wholeEthanol is made from fermenting the whole corn kernel to ethanolEthanol is intended only for spark ignited (i.e. gasoline) applications since it has good octane but poor cetane, zero lubricity

“Drink the best and burn the rest”!Drink the best and burn the rest !Raw ethanol in diesel fuel can severely damage diesel engines!

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Making BiodieselIn the presence of a catalyst

Combining YieldsVegetable Oil

orAnimal Fat(100 lbs.)

+

Biodiesel(100 lbs.)

+Glycerine(10 lbs.)

Yields

+Methanol(10 lbs.)

(10 lbs.)

Biodiesel Raw MaterialsOil or Fat Alcohol

Soybean MethanolSoybean MethanolCornCanolaCottonseed CatalystSunflower Sodium hydroxideBeef tallowBeef tallowPork lardChicken fatUsed frying oils

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Transesterification (the biodiesel reaction)

Methanol Biodiesel

Triglyceride

Fatty Acid Chain Glycerol

Biodiesel molecule

The diesel fuel standard, ‘cetane’, is 20 carbons in a long straight chain but has no oxygen

Cetane:

carbons

Biodiesel has 16 or 18 carbons in a long chain with some oxygen at one end (ester):

Cetane:

Biodiesel Molecule

oxygens

hydrogens

Double bond

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Narrow Composition

Mother nature produces oils and fats with a narrow range of composition

C14 or less: 0 to 5%, usually less than 1%, yC16: 5 to 30%C18: 70 to 95%C20 or higher: 1% or less

Biodiesel has much less variation than petrodiesel for most properties important to diesel engines

BTU viscosity lubricity sulfur emissionsBTU, viscosity, lubricity, sulfur, emissionsSome properties vary as much as petrodiesel, based on the saturation level of the oil/fat

Cetane number, cloud point

Biodiesel Delivers Important Diesel Properties

Auto-ignition = Cetane Number over 50BTU Content = Similar to #1, less than #2Viscosity Values in diesel fuel rangeViscosity = Values in diesel fuel rangeCloud Point = Current biodiesel higher than #2Lubricity = Naturally high in lubricitySulfur = Naturally less than 15 ppmCleanliness = ASTM specs same as petrodiesel p pStability = Spec set for 6 month min. shelf life Emissions significantly less for PM, HC, CO

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Important Specs

Complete Reaction/Removal of GlycerineInsured through total/free glycerine Will cause injector coking, filter plugging, sediment formation

Issues resolved with ASTM D6751 – Represents over $50 million and 15 years of testing

Will cause injector coking, filter plugging, sediment formationShortens shelf life

Removal of AlcoholInsured through flash pointMay cause premature injector failure, safety concern

Absence of Free Fatty AcidsInsured through acid valueCan cause fuel system deposits and effect fuel pump and filterCan cause fuel system deposits and effect fuel pump and filter operation

Removal of CatalystInsured through sulfated ash and Ca/Mg and Na/KMay cause injector deposits and/or filter plugging

ASTM D6751 Grade Grade Grade Grade Grade Property No. 2-D Flash point °C, min 52 Water and sediment, % vol, max. 0.05 Distillation temp., °C, 90%

Min 282 Min. 282 Max. 338 Kinematic Viscosity, mm2/s at 40°C Min. 1.9 Max. 4.1 Lubricity, HFRR@60C 520 Micron, max Ramsbottom carbon residue, on 10%, %mass, max. 0.35 Ash, % mass, max. 0.01 Sulfur, % mass, max 0.50 Copper strip corrosion, pp p , Max 3 hours at 50°C No. 3 Cetane Number, min. 40 One of the following Properties must be met: (1) cetane index -- (2) Aromaticity, % vol, max -- --

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BQ-9000A voluntary quality system certification program for the N th A i bi di lNorth American biodiesel industryApplies internationally accepted quality management principlesIncorporates fuel specificationsUses a series of audits toUses a series of audits to verify adherence to the company’s own quality management system

BQ-9000 Objectives

To promote the commercial success and public acceptance of biodiesel To help assure that biodiesel fuel is produced t d i t i d t thto and maintained at the industry standard, ASTM D6751

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Three certifications possible for companies:BQ 9000 Producer

D6751 is CRITICAL: BQ 9000 becoming a given

BQ-9000 ProducerBQ-9000 MarketerBQ-9000 Laboratory (March 31, 2009)

US Biodiesel Production

600,000,000

700,000,000

700 Million Gallons

Total Distillates Used: 60 Billion Gallons

O R d Di l U d 30 Billi G ll

200 000 000

300,000,000

400,000,000

500,000,000

Gal

lons

Changes toBioenergy P

Biodiesel TaxIncentive

On Road Diesel Used: 30 Billion Gallons

National Biodiesel Board 28

0

100,000,000

200,000,000

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

Changes toEPAct

Program

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Production Locations 6/22/09)

173 Plants

BQ-9000 Producers

Industry Plant Size

173 Plants

Production Capacity 2.69 billion gallons per yearAverage Plant Size 15.5 million gallons per year

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29 Plants

New Construction (6/22/09)

New Construction& Expansion

40 Plants

Construction Capacity 849.9 million gallons per yearAverage Plant Size 21.2 million gallons per year

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So why the interest in biodiesel?

Biodiesel MarketsREGULATED FLEETS• Federal • State

ON-HIGHWAY USERS• Trucking • Fleets

Biodiesel Markets

MARINE• Recreational• Tour Boats• EnvironmentallySensitive Areas

• Selected Utilities

HOME HEATING

• Passenger Vehicles

AG AND OFF-ROAD USERS•Lubricity Enhancement•Underground Mines

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Biodiesel Improves Diesel PropertiesBlends with petrodiesel in any percentage

Once it is blended it does not separate back outOnce it is blended it does not separate back outHigher Cetane

Over 50 vs. average petrodiesel around 44Smoother, more complete burn

High Flash Point Makes it Safer Non hazardous shipping (over 200° F)

Virtually Zero SulfurMeets ULSD limits of 15 ppm or less

Zero Aromatics Reduces Toxicity11% Oxygen Provides Superior Lubricity and Reduces Black Smoke (Particulates)

BP 15 BP 15 + 40 % Biodiesel B100

Spray and Combustion at Load with Biodiesel

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Heavy Duty Emissions Averages FTP Engine Dyno Summary

Emission Type B100 B20 B2Emission Type B100 B20 B2Total Unburned Hydrocarbons

-67% -20% -2.2%

Carbon Monoxide -48% -12% -1.3%Particulate Matter -47% -12% -1.3%O id f Nit (NO ) 10% / 2% / 0 2%Oxides of Nitrogen (NOX) +10% +/-2% +/-0.2%

For engines without PM or NOx after-treatment

Best “Bang for your Buck” at B20

0

Emissions vs Blend Level

-50

-40

-30

-20

-10

0

0 20 40 60 80 100

Per

cen

t R

edu

ctio

n

Particulate Matter Reduction

Hydrocarbon Reduction

Carbon Monoxide Reduction

-80

-70

-60

Biodiesel Blend Level

20

t i th l hth lC16 n-hexadecane

trimethyl pentadecanediphenyl methanoneC17 n-heptadecane

C18 n-octadecanehexadecanoic acid methyl ester

octadecadienoic acid methyl esteroctadecenoic acid methyl ester

B100 B20 2D

HEAVY HC SPECIATION - CUMMINS N14 ENGINE

benzoic acidethyl dimethyl benzene

octanoic acid (caprylic acid)nonanol

butoxyethoxy ethanol1-dodecene

C12 n-dodecanedimethyl undecanehexyl cyclohexane

nonanoic acidmethyl tridecane

tetrahydro dimethyl naphthaleneC13 n-tridecane

methyl naphthaleneundecanol

trimethyl dodecaneC14 n-tetradecane

ethyl naphthalenedimethyl naphthalene

hexanedioic acid, bis methylethyltetramethyl hexadecane

2,5-cyclohexadiene-1,4-dioneC15 n-pentadecane

1,1'-ethylidenebis-benzene1.1'-biphenyl, 3-methyl-

methyl ethyl naphthalenetrimethyl naphthalene

0 2 4 6 8 10

tetramethyl butaneethyl benzene

xylene (dimethyl benzene)C9 n-nonane

ethyl methyl benzeneHeptanol

C10 n-decaneHeptenoic acid, methyl ester

ethyl hexanoldiethyl benzene

methyl propyl benzeneC4-Benzene or C2-benzene

phenyl ethanonemethylisopropylbenzene

C11 n-undecane

0 2 4 6 8 10

RELATIVE EMISSION RATE (MG/HP-HR)

0 2 4 6 8 10

Enhanced Lubricity

Ultra-low Sulfur Diesel

Equipment benefits

Superior lubricityB2 h t 66%

0

100

200

300

400

500

600

700

800

0.0 1.0 2.0 3.0 4.0 5.0

HFR

R W

SD (m

icro

n)

B2 has up to 66% more lubricity than #2 DieselEliminates need for lubricity additives

EPA required sulfur reduction in 2006Biodiesel Blend (%) reduction in 2006No overdosing concerns vs. other lubricity additives

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Energy securityIncreases Domestic Fuel Production CapacityIncreases Domestic Fuel Production Capacity

Putting renewable feeds through existing refineries doesn’t do this

Reduces Energy Imports and Dependence on Foreign Oil SourcesU.S. Industry Goal: 5% on-road displacement by 2015 ≈ 1.85 BGY (met in various blend levels) ( )5% ≈ ¼ of diesel equivalent refined from Persian Gulf Crude or about the amount imported from Iraq

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14

USA Energy Security

1990 2000 2010 2020

Highway Carbon Emissions(million metric tons)

4

6

8

10

12

GAP

lions

of B

arre

ls p

e r D

ay

Domestic Oil ProductionHeavy Trucks

Light Trucks

1990 2000 2010 2020325 384 455 507

ssen

ger V

ehic

les

4

0

2

1970 1980 1990 2000 2010 2020Source: Transportation Energy Data Book: Edition 19, DOE/ORNL-6958, September 1999, and EIA Annual Energy Outlook 2000, DOE/EIA-0383(2000), December 1999

Mill

Automobiles Pas

44

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Creates Domestic Manufacturing Jobs in Rural America

Green JobsGreen Jobs2007: 21,803 jobs2007: $4.1 billion to GDP$26 billion to U.S. economy by 2012 Create 38,856 new jobs in all sectors of the economy

Renewable Fuel Standard:Requires 1 billion gallons B100 by 2012

National Biodiesel Board 45

Requires 1 billion gallons B100 by 2012RFS can be translated to B5 in 2/3 of all on road diesel!Low cost option to meet RFS

Biodiesel and Global WarmingClosed Carbon Cycle: CO2 Used to Grow Feedstock is Put Back Into AirFeedstock is Put Back Into Air

• 78% Life Cycle Decrease In CO2

Energy Balance 3.2 to 1• Over 3 times as much energy outas it took to make the biodieselas it took to make the biodiesel

Compression Ignition Platform (i.e. diesel) 30% More Efficient Than Spark Ignition (i.e. gasoline, CNG, propane)

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Producing Feed, and Some FuelBiodiesel starts with an oil or fatOils/fats are made as a minor by-product of producing foodOils/fats are made as a minor by product of producing food for humans and animals

Soybeans are 80% high protein feed, 20% oilCattle, hogs and chickens are not grown for fat!People don’t fry more french fries to get used oil!

None of the sources for oil are grown for the oil, it is a natural by-product of producing foodBi di l f i ti t f di dBiodiesel from existing sources can support feeding and fueling the worlds population.Production of crops for food on existing land may double in 15 years, thus doubling the by-product oil for biodiesel

Crop Oil YieldGallons/acre

National Renewable Energy LaboratoryAugust, 2007

New Biodiesel Sources

Gallons/acreCorn 18

Cotton 35

Soybean 48

Mustard seed 61

Sunflower 102

Rapeseed/Canola 127

Jatropha 202

Oil palm 635

Algae “10,000”

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Questions and Answers

BreakBreak

Biodiesel Performance, Engine Biodiesel Performance, Engine Durability and Field Studies

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Biodiesel—A proven fuelBiodiesel is perhaps the most well studiedBiodiesel is perhaps the most well studied and documented alternative fuel in the worldRecent US interests started in 1990ASTM Biodiesel Task Force Started in 1993$100 000 000 in research and development$100,000,000 in research and developmentWe may know more about biodiesel than we do about ultra low sulfur diesel!

Diesel Fuels and Alternatives: Some important terminology

Petrodiesel: Traditional petroleum derived diesel fuel meeting ASTM D975Biodiesel: Mono-alkyl esters of long chain fatty acids derived from oils/fats meeting ASTM D6751Biodiesel Blends: A blend of petrodiesel and biodiesel designated BX, XX = percent of biodieselg , pRenewable or Green Diesel: generic category for any other new fuel for diesel engines for which there are no approved ASTM specifications

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Beware of Biodiesel Imposters!

ASTM D6751 Definition Eliminates:Coal SlurriesR V t bl Oil d F tRaw Vegetable Oils and FatsNon-Esterified OilsHydro-treated Oils and FatsProprietary Veg Oil / Ethanol blends

Auto, engine, and fuel injection equipmentAuto, engine, and fuel injection equipment makers only support D6751 biodieselOther fuels will need to get ASTM specs

Quality, Quality, QualityB100 must meet D 6751 prior to blending to insure trouble-free use of B20 and lower blends

BQ-9000 fuel quality program helps to promote high quality fuel from producers and marketers

B20 and lower blends are recommended since most of the research and successful use of the fuel has been with these blends

See NBB Toolkit document “Use of Biodiesel Blends Up to B20” for more information

Blends over B20 require special precautions and should only be used by knowledgeable and experienced users

See NBB document “Guidance on Biodiesel Blends Above B20” for more information: http://www.biodiesel.org/pdf_files/fuelfactsheets/Use_of_Biodiesel_Blends_above_%2020.pdf

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Why care about biodiesel quality?

Off specification biodiesel can cause engineOff specification biodiesel can cause engine operability problemsQuality is critical to continue to grow the industry

There is NO room for off-specification fuelCustomers need to receive consistent quality fromCustomers need to receive consistent quality from lot to lot, batch to batchMust be on-spec for tax credit and to be legal fuel

In specification B100

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Out of spec: High raw oil

Out of spec: Incomplete reaction and high catalyst conc.

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Out of spec: Incomplete reaction and high catalyst conc.

Biodiesel and Engine Manufacturers

After the first passage of ASTM D6751 inAfter the first passage of ASTM D6751 in 2001, even though engine manufacturers voted positive at ASTM most were not yet willing to put their name behind B20National Biodiesel Board set forth on intensive effort to work with OEM’s to address any issues and concernsB20 Fleet Evaluation Team Formed

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B20 Fleet Evaluation TeamDevelop fact based informed position on B20e e op act based o ed pos t o o 0Most major diesel engine and fuel injection companies participated in this processB20 Failure Mode and Effects Analysis (FMEA)

Detailed identification of everything that can go wrong when using B20g gRank: Severity, Occurrence, Detection modesDevelop RIN: Risk Identification NumberDevelop plan to address high RIN areas

B20 Fleet Evaluation Members

BoschCase New HollandCaterpillar

InternationalJohn DeereNational Biodiesel Board

l blCumminsDaimlerChryslerDelphi Diesel SystemsDepartment of DefenseEngine Manufacturers Association

National RenewableEnergy LabParker - RacorSiemens Diesel SystemsStanadyne CorpVolkswagen AG

Ford Motor CoGeneral Motors

Volvo TruckFleetguard

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B20 FMEA Results

Most potential ‘problems’ are eliminated if theMost potential problems are eliminated if the B100 meets D6751 prior to blendingMore info is needed on after-treatmentMore info is needed on stability/shelf lifeMore info is needed from field (materialsMore info is needed from field (materials compatibility, un-anticipated issues)Provide user advise to help trouble-free use

Biodiesel is the pure, or 100 percent, biodiesel fuel. It is referred to as B100 or “neat” biodiesel.

B20 FET - Technical Guidance and Recommendations

A biodiesel blend is pure biodiesel blended with petrodiesel. Biodiesel blends are referred to as BXX. The XX indicates the amount of biodiesel in the blend (i.e., a B20 blend is 20 percent by volume biodiesel and 80 percent by volume petrodiesel ).

Ensure the biodiesel meets the ASTM specification for pure biodiesel (ASTM D 6751) before blending with petrodiesel. ( ) g pPurchase biodiesel and biodiesel blends only from companies that have been registered under the BQ-9000 fuel quality program.

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Ensure the B20 blend meets properties for ASTM D 975, Standard Specification for Diesel Fuel Oils or the ASTM specification for B20 once it is approved.

B20 FET - Technical Guidance and Recommendations

Ensure your B20 supplier provides a homogenous product. Avoid long term storage of B20 to prevent degradation. Biodiesel should be used within six months.

Prior to transitioning to B20, it is recommended that tanks be cleaned and free from sediment and water. Check for water and drain regularly if needed. Monitor for microbial growth and treat with biocides as recommended by the biocide manufacturer. See the NREL Biodiesel Storage and Handling Guidelines for further information.

Fuel filters on the vehicles and in the delivery system may need to be changed more frequently upon initial B20 use. Biodiesel and biodiesel blends have excellent cleaning properties. The use of B20 can dissolve

d h f l d l h d

B20 FET - Technical Guidance and Recommendations

sediments in the fuel system and result in the need to change filters more frequently when first using biodiesel until the whole system has been cleaned of the deposits left by the petrodiesel.

Be aware of B20’s cold weather properties and take appropriate precautions. When operating in winter climates use winter blended diesel fuel If B20 is toclimates, use winter blended diesel fuel. If B20 is to be used in winter months, make sure the B20 cloud point is adequate for the geographical region and time of year the fuel will be used.

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Perform regularly scheduled maintenance as dictated by the engine operation and maintenance manual. If using B20 in seasonal operations where fuel is not used within 6

B20 FET - Technical Guidance and Recommendations

B20 in seasonal operations where fuel is not used within 6 months, consider storage enhancing additives or flushing with diesel fuel prior to storage.

These recommendations on use of B20 are preliminary and are not provided to extend or supplant warranty limitation provided by an individual engine or equipment supplier. Use of B20 blends is solely at the discretion and risk of the customer and any harm effect caused by the use of B20 are not the responsibility of the engine or equipment maker.

Biodiesel Performance:Biodiesel Performance:Meeting ASTM Specifications

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• Under guidance of B20 Fleet Evaluation Team

2004 B100 Quality Survey

(OEM’s, NREL, NBB)• Samples obtained nationwide from biodiesel blenders

(27 samples)

• 85% of samples tested met the ASTM D6751 specification Four samples failed with high

l l flevels of:•phosphorus (lube oil contamination?)

•total glycerin•acid number•acid number and total glycerin

2006 B100 Quality Survey

A subcontractor visited the site of a biodiesel blender usually a terminalbiodiesel blender, usually a terminal operator or jobber, to collect the B100 sample32 B100s, 6 B99s, and 1 B50

59% of B100 samples tested fail the D6751 specification30% fail total glycerin – immediate operational problems in cold weatherOther issue of concern is 20% failure rate for Na+KOther issue of concern is 20% failure rate for Na+KSamples were collected randomly, not on production volume basis

• Biodiesel, based on production volume, may have different failure rate• Poor quality batch may have contaminated larger fuel lot

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2008 B100 Quality Survey

Collect B100 samples directly from producers and analyze for properties most likely to y p p yimpact engine performance and emission control systems

Flash point, oxidation stability, acid value, free and total glycerin, cloud point, Na+K, Ca+Mg, P, water & sediment

First survey that will link test results to yproduction volumeResults presented at 2008 National Biodiesel Conference and Expo

2008 B100 Quality Survey

Over 90% of the volume sold in the US met ASTM specificationsmet ASTM specificationsBQ-9000 companies consistently met or exceeded ASTM specifications, regardless of size of company/plantp y/pOf non BQ-9000 companies, out of spec product was more likely with smaller companies

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Biodiesel Performance:S E l f Fi ld Some Examples of Field

Durability Studies

Many detailed B20 Studies have been performed and published

US Postal Service St Louis Bus SystemUS Postal Service, St. Louis Bus SystemDenver Regional Transit Bus SystemLas Vegas Valley Water DistrictClark County, NV School DistrictConnecticut DOT; Keene NH; NC DOT;Connecticut DOT; Keene, NH; NC DOT; Cedar Rapids, IA Buses, etc. etc. etc.

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Department of Energy (DOE)

B100 & Blends

Handling & Usage

B100 & BlendsMaterial

CompatibilityEngine PerformanceDiesel and BiodieselDiesel and Biodiesel

Emissions

Fleet Management Experiences

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Cold weather can cloud and even gel any diesel fuel, including biodiesel.

Users of a B20 with #2 diesel will usually experience an increase of the cold flow properties (cold filter plugging point cloudproperties (cold filter plugging point, cloud point, pour point) approximately 2 to 10°Fahrenheit.

Similar precautions employed for petroleum diesel are needed for fueling with 20 percent blends.

• blending with #1 diesel (kerosene)• using fuel heaters and parking indoors• and using a cold-flow improvement additive

User B20 Results SummarySimilar fuel economySimilar fuel economySimilar maintenance costsSome initial filter clogging—’cleaning the system’Some cold weather filter clogging

Usually due to in-adequate blending or handling, ‘normal diesel issues poor quality biodiesel or imposternormal diesel issues, poor quality biodiesel or imposter biodieselFollowing established guidelines give trouble free use

Positive driver and user experience—smell, smoke

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Biodiesel Performance:S E l f L b Some Examples of Lab

Durability Studies

1000 Hour Durability B20

These slides courtesy of Cummins. Testing at SwRI.The objective was to operate the engine for 1000 hr using B20 biodiesel fuel, and do a comparative analysis with engines that have operated under the same type of conditions using #2D diesel fuel.

Accelerated, high-load d rabilit c cle

hr

0 25 50 125 1000

durability cycle

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Test Engine

Cummins prototype 2007 ISLSix cylinder 8.9 literRated power of 330 BHPRated power of 330 BHPPeak torque of 1150 ft•lb at 1300 rpmDiesel Oxidation Catalyst (DOC)Diesel Particulate Filter (DPF)Post injection (in-cylinder) for active regenerationVariable geometry turbochargerg y gExhaust gas recirculation (EGR) with coolerCummins fuel injection system

Test CyclesDurability Testing

AcceleratedAcceleratedHigh-loadTransient cycle Varying load and speedCycle repeated for 1000 hr

Emissions Testing

High IdleLow Idle

Peak Torque

PeakPower

>70% of durability cycle at full load

Federal Test Procedure (FTP)One cold start transient FTP testThree hot start transient FTP testOne SET Ramped Modal Cycle

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Durability & Emission ResultsApproximately 17,000 gallons of B20 biodiesel fuel was used during th d bilit t tthe durability test.Test went well and was successful. There were no biodiesel related failures during the test, and no reported significant changes in performance of the engine.Engine performance was essentially the same when tested at 125 & 1000 hr of accumulated durability operation.Emission results indicate that THC, CO, and PM levels were not significantly different between the B20 and ULSD. g y

The emission-grade B20 test resulted in ≈6% higher NOx (within expected range)

Fuel consumption was observed to be ≈3% higher than the 2007 certified ULSD test (within expected range).

Top of cylinder head No sludge deposits

Bottom of cylinder head Deposits comparable to #2D

Overhead Components

Intake Valves Exhaust Valves

Results are typical for this type of test with #2D diesel fuel

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Power Transfer ComponentsComponent CommentspCranckshaft Gear Meets rebuild spec

Cam Gear Meets rebuild spec

Cam Bushing Meets rebuild spec

Fuel Pump Gear Meets rebuild spec

Cranckshaft Meets rebuild spec

Lower & Upper Bearings

Normal wear During teardown, the crankshaft was f d b i d di i dBearings

Connecting Rod Meets rebuild spec

Connecting Rod Bushing

Meets rebuild spec

found to be in very good condition, and results were comparable to #2D diesel fuel test.

Power Cylinder Components

Component Comments

Crosshatch visible in all six cylinders.

Piston Normal light wear and deposits.

Cylinder Liners

Normal light wear.

Top rings Normal uniform face wear. Top and bottom side look typical.

Middle rings Normal face wear. Top

Ring GroovesAnti-Thrust Side

Cylinder 1

Minor staining

g pand bottom sides OK, and light carboning.

Oil rings Looked good. Very little wear.

Results comparable to #2D diesel fuel test.

Top PistonPiston Bowl Front

Cylinder 1

44

Cooling and Lube Components

Cylinder 1 Top

Component CommentsOil pump No issues

Oil cooler head No issues

Oil cooler cover No issues

Oil pressure regulator/bypass

No issues

Piston cooling l

No problems due

Bottom (Oil) Piston Rings

Cylinder 1 Top

Cylinder 6 Bottom

nozzles to B20.

Oil Pan Normal

Oil suction tube Gasket showed good imprint of seal

Turbo coolant/oil lines

Normal

There were no failures found on the cooling and lube components. The wear and deposits found on the parts were normal and consistent with findings found on parts that ran with #2 diesel fuel in similar tests.

Air Handling ComponentsComponent Comments

Exhaust Manifold No issues.

EGR Cooler No cracks, light coating of soot on inlet and outlet tubes. No soot in inlet diffuser. Findings good overall.

EGR Valve Looked good. Normal soot accumulation.

EGR gaskets, hoses, tubes, shield, mounting plate, crossover

No issues found due to running with B20.

Carbon deposit layer was generated on the passage and inside parts of the EGR valve, but thickness was very thin and condition was dry which is normal for this durability test.

45

Aftertreatment ComponentsComponent CommentsDiesel Oxidation Catalyst (DOC)

Looked good. No face plugging.Blockages found appeared like debris and substrate material. Debris was analyzed under Electron Dispersive Spectroscopy (EDS), and all debris found is expected in a typical DOC after 1000 hr of operation, whether fueled with ULSD or biodiesel.

Diesel Particulate Filter (DPF)

Inlet face showed signs of ash build up, but similar to diesel fuel for this type of test. Outlet looked good with no signs of soot.No failure found.

Inlet and outlet section

Looked good.

Gaskets Looked good.

Fuel System PicturesStage 1 Plunger Needle Plunger Needle – Top View

No marks on needle surface or the edge.

Some slight staining.

Stage 2 Plunger Needle has some wear, but normal for this type of aggressive test.

Plunger Orificenot clogged with

oil sludge or deposits

46

Fuel System Components

Rail and fuel lines

Rail – No abnormal wear. End Fitting – No unusual wear. HP Fuel Lines – No visible structural deterioration or cracks observedobserved.

Mechanical Dump Valve (MDV)

No unusual wear, deterioration or sludge buildup observed on plungers, plunger seats or orifice.1) Stage One Plunger – No wear visible on the needle surface or the edge. Some slight staining seen on plunger base.2) Stage Two Plunger – Some wear, but normal. Plunger orifice not clogged with oil sludge or deposits.

Injectors Injector performance test and photos indicate that the injectors were consistent with injectors that ran with #2D diesel fuel.consistent with injectors that ran with #2D diesel fuel.

Soft Lines No visible damage to any section of the internal wall of the used fuel tubes indicating that the tubing liner material is resistant to the B20 temperatures and pressures during the engine performance test.

Overall There were no signs of severe or aggressive corrosion pitting damage on any of the surfaces.

SummaryA Cummins 2007 prototype 8.9 liter ISL diesel engine equipped with DOC, DPF, VGT, and EGR with cooler was operated successfully at SwRI using a high-load accelerated durability cycle for 1000 hr with a B20 blend of soy-based biodiesel and ULSD.

During the durability testing, no biodiesel related failures occurred.During the durability testing, no biodiesel related failures occurred.

Engine performance was essentially the same when tested at 125 and 1000 hr of accumulated durability operation. Emissions measurements indicate the HC, CO, and PM were not significantly different between the B20 and ULSD tests, and NOx increased with B20 fuel. Fuel consumption also increased with B20 fuel.

A thorough engine teardown evaluation of the overhead, power transfer, cylinder, cooling, lube, air handling, gaskets, aftertreatment, and fuel system parts was performed.

There were no failures found on the engine components that were directly attributable to running biodiesel B20.

The wear and deposits found were normal and consistent with findings from parts that ran with #2 diesel fuel in similar tests.

47

Emissions Regulation Drives Modern Oil Quality14.414.4

8.058.0514

16

19881990

19911994

19982000

0

2

4

6

8

10

12

NO

x,g/

kW-H

r

6.76.76.76.7

5.45.4

3.33.3

1.51.5

00..013013

0.270.27CF-4

CE

20002002

20100.80

0.330.134

00..013013

2007

PC-11?CJ-4

CI-4CH-4

CG-4

Engine Lube Tests with B-20

Objective: To determine if there are any effects on lubricant f f th f B 20 f lperformance from the use of B-20 fuelB5 and lower is now considered covered as ‘normal’ diesel fuel

Plan: Run standard engine tests with B-20 using standard reference oils to compare lube performance with a standard # 2 diesel

Fuel: B-20 blended from PC-10 fuel and B-100 such that the blend meets D 7467

48

Engine Durability Tests for CJ-4 OilDemand Increased Performance

Caterpillar C-13Caterpillar C-13 Cummins ISBCummins ISBMack T-12Mack T-12 Cummins ISMCummins ISMCaterpillar C 13Oil Consumption

Blow-By and Piston Deposits

Caterpillar C 13Oil Consumption

Blow-By and Piston Deposits

Cummins ISBSlider Valve Train Wear and After-

Treatment

Cummins ISBSlider Valve Train Wear and After-

Treatment

Mack T 12Power Cylinder

Wear and Oxidation

Mack T 12Power Cylinder

Wear and Oxidation

Power Cylinder, Valve Train Wear, Filter Life and Sludge Control

Power Cylinder, Valve Train Wear, Filter Life and Sludge Control

Engine Tests for B-20 Evaluation

Cummins Cummins GM Cat Cat Mack Mack Gasoline NavistarPerformance ISM ISB 6.5L C13 1N T-12 T-11(A) IIIG / IIIF 7.3LV l T i W X X X

API CJ-4 Engine Test and Performance Criteria

Valve Train Wear X X XLiner Wear XRing Wear X XBearing Corrosion XOxidation X XOil Consumption X X XIron Piston Deposits XAluminum Piston Deposits XSoot Viscosity Increase XSludge XFilter Plugging XAeration XLow Temp Pump @

“API CJ-4: Diesel Oil Category for Both Legacy Engines and Low Emission Engines Using Diesel Particulate Filters” James

A McGeehan, et.al. SAE 2006-01-3439 SAE 2006 Transactions Journal of Fuels and Lubricants.

Low Temp Pump @ 5.2% Soot XPerformance areas covered in B-20 testing

49

Summary: Engine Test Parameters

Examination of the control parameters for these engine tests:

All wear data within acceptance limitsAll wear data within acceptance limits

• No evidence of unique, higher wear type of soot

All controlled piston / ring deposits within acceptance limits

Low temperature viscometrics not an issue

Non rated engine parts appeared clean and free of sludge

Only Pb Corrosion and T 12 oxidation are slightly outside normal values seen O y b Co os o a d o dat o a e s g t y outs de o a a ues see

with engine oils and petrodiesel alone

Neither have caused issues with B20 use in the field

Mack T-12 Parts Cleanliness

50

Bottom LineEngine / Fuel / Lubricant are inter-relatedB5 and lower is just considered normal diesel fuel

Treat exactly the same as petrodiesel aloneNo special engine oils are needed when using B20 at theNo special engine oils are needed when using B20 at the present time

Engine companies are evaluating lab and field data to determine if any changes are needed in the futureSome may recommend a special oil designed for biodiesel in the future or lower drain intervals, some may not

Follow OEM recommendations for oil change intervals and type of engine oiltype of engine oil

Trends in wear metals such as lead, total acid number (TAN) and total base number (TBN) are useful indicators

ASTM Biodiesel Specs Now Approved

Started ASTM process in 1993After 15 years, biodiesel blends were y ,approved by ASTM in 2008

D6751: Pure biodiesel blend stockD975: On/off road diesel with up to 5% BiodieselBiodieselD7467: On/off road diesel with biodiesel between 6% and 20%

51

Spec Grade B5 and lower (D975)

Made with ASTM grade B100Made with ASTM grade B100Is now just considered traditional diesel fuel falling under D975

All the same practices and procedures that apply for diesel fuel apply for B5 and lowerpp yLubricity attributes of small levels of biodiesel may enhance engine life, reduce lubricity related repairs and problems.

Spec Grade B6 to B20 (D7467)

Made with ASTM grade B100gDrop in replacement for petrodiesel

Millions of miles of trouble free useB20 holds similar levels of water as petrodieselTake cold weather precautions like dieselGood detergent—may clean out systems upon first use (filter change in 2% cases)Use within 6 months

52

Going over B20 requires caution

But it can be done with proper pre cautionsBut it can be done with proper pre-cautionsNBB recommends average user stay at B20

Cold flow issues are greaterMaterials compatibility (hoses, gaskets)Materials compatibility (hoses, gaskets)Cleaning effect is more immediateEngine oil may become diluted with fuel

Questions and Answers

BreakBreak

53

New Diesel Emissions Technology and Biodiesel; Technology and Biodiesel;

Troubleshooting

Diesel Emission Reductions

54

2010 standards

• Introduction of ultra-low sulfur diesel fuel in October 2006• EPA emissions standard for 2007:

•Diesel particle filters (DPF)•Diesel particle filters (DPF)• Increased levels of exhaust gas recirculation (EGR) and higher fuel injection pressures

• Full EPA emissions standard in 2010:•DPF, EGR, high pressure fuel injection•Exhaust catalysts for NOx reduction

•NOx adsorber catalysts unburned diesel fuel for operation•NOx adsorber catalysts, unburned diesel fuel for operation•Selective catalytic reduction (SCR)

•Diesel Exhaust Fluid (DEF) needed for SCR operation

Diesel Particle FiltersExhaust flows through porous wall-flow elements

PM is trapped on the walls of the filterWhen exhaust temperature is high enough, PM is burned off

In most cases, unburned diesel fuel is injected to accomplish thisPrecious metal is loaded onto filter walls to lower the temperature required for regenerationIssues:

Regeneration at low temperatures/duty cyclesPlugging with incombustible materials like lube oil ash

55

NOx ControlsNOx Adsorber Catalyst/Lean NOx trap

Catalyst converts all NOx to NO2, adsorbent bed “traps” NO2When bed is saturated, exhaust forced richNO2 is released and converted to N22Bed also traps SO2, but doesn’t release it

• Near sulfur free exhaust is needed• Higher temps, longer time needed to

release sulfur90%+ conversion is possible

Selective Catalytic Reduction (SCR)Used for industrial NOx control for yearsRequires a supplemental “reductant”

NOx adsorber catalyst (NAC) is also known as a lean-NOx trap (LNT)

+ N

H3

enso

r

Requires a supplemental “reductant”Typically ammonia, derived from urea

• “Diesel Exhaust Fluid”80-90% reduction efficiencyGenerally sulfur tolerant

SCR

NO

x Se

Ure

aIn

ject

ion

Biodiesel Testing Cummins ISB 300

2002 Engine, 2004 Certification Cooled EGR, VGT

Johnson Matthey CCRT12 Liter DPFPassively Regenerated SystemPre Catalyst (NO2 Production)

Fuels: ULSD, B100, B20, B5

ReFUEL Test Facility400 HP DynamometerTransient & Steady State Testing

CumminsSoot CharacterizationSignificant financial support for testing

56

B20 results in substantial PM reduction even with DPF(data for 2003 Cummins ISB with Johnson Matthey CCRT on HD FTP)

B20 Testing

Reduction with DPF ranges from 20% to 70%, depending on basefuel, test cycle, and other factors• Reduction in sulfate emissions• Increased PM reactivity

Williams, et al., “Effect of Biodiesel Blends on Diesel Particulate Filter Performance” SAE 2006-01-3280

Superb ResultsBPT

ULSD 360ºCB20 320ºCB100 250ºC

• BPT is 40ºC lower for B20• Soot is more easily burned off of filter• B20 can be used for lower temperature duty cycle

• Regeneration rate increases with increasing biodiesel content

• Even at 5%, biodiesel PM measurably oxidizes more quickly

57

Biodiesel and DPFBiodiesel is compatible with Diesel Particulate Filters, and has some distinct advantages:

Lowers regeneration temperaturesLess engine out particulate matterLess engine out particulate matterMay provide increased performance and decreased maintenance vs. ULSD aloneMay provide increased fuel economy

Regeneration mode is importantLate in-cylinder injection may cause increased fuel dilution of engine oil and limit the level of biodiesel h b d (i B20 B5)that can be used (i.e. B20 or B5)

Most US heavy duty applications use exhaust stream fuel injection which is compatible with B20, perhaps higher blendsSome light duty OEM’s recommend max B5 at present

Biodiesel Testing with LD Emission Systems

Includes two emission control systems and two fuel blends on a light-duty platform

NAC/DPF and SCR/DPF5% and 20 % biodiesel blends

Performance, optimization and durabilityAging to represent 2100 hours of operation (approximately 120,00 miles or full useful life) for B20Emissions evaluations over UDDS, US06, and HFET– testing by EPAPerform engine and fuel component teardown at end of aging

Engine: DCX Engine: DCX Vehicle: Mercedes Vehicle: Mercedes Engine: DCX Engine: DCX OM646 OM646

Vehicle: Mercedes Vehicle: Mercedes C200 CDI C200 CDI

58

[mg/

mile

]456789

1011

Cold LA4 Hot LA4 Composite FTP75

120,000 mileStandard

50,000 mileStandard

EPA Chassis DynamometerNOx Adsorber Catalyst (NAC)

B20

PM

01234

NOx [g/mile]0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08

g/m

ile]

6789

1011

Cold LA4 Hot LA4

Composite FTP75

120,000 mileStandard

50,000 mileStandardULSD

PM [

mg

0123456

NOx [g/mile]0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08

Composite FTP75

Experimental: SCR

Diesel Particulate FilterJM CCRT (12 Liters)Passively RegeneratedPre Catalyst for NO2 Production

Compare SCR catalyst performance with ULSD and Soy B20 through engine testing y 2

Measure relative importance of catalyst temp, exhaust chemistry and catalyst space velocity

Measure B20’s impact on these system variables and overall NOx conversion

Focus on Steady-State Modal Testing

de-NOx AftertreatmentJM Zeolite SCR (15.5 Liters)Urea Injection (air assisted)NH3 Slip Catalyst

Diesel Engine2002 Cummins ISB (300 hp)

Urea Injection

Diesel Particulate

FilterDOC

Selective Catalytic Reduction

NH3 Slip Cat

2002 Cummins ISB (300 hp)2004 Emissions Cert Cooled EGR, VGT, HPCR

59

ULSD vs B20 – SCR

No statistical difference in NOx Conversion with B20

Conclusions: NBB, the US Department of Energy, and the engine and vehicle manufacturers are expending significant resources to understand how biodiesel blends interact with new diesel emission controlsblends interact with new diesel emission controlsDetailed testing thus far indicates B20 and lower blends are compatible with both diesel and NOx after treatment

Provides benefits in some casesB5 is now just part of normal D975 diesel fuel j pAdditional study is underway

Quantify long term benefits of biodiesel blendsLate in-cylinder injection may cause fuel dilutionNBB is encouraging OEM’s to publicly support B20

60

OEM’s and Biodiesel SupportFuel Quality and ASTM specs are KEYB5 across the board, especially now its in D975B5 across the board, especially now its in D975Experience/familiarity of each OEM yields differing opinions for blends over B5B20 vs. B100 is primarily gasket/hose issueCustomer base makes a big difference

When customers say they won’t buy new engines unless B20 is fully warranted, all of a sudden its OK!

NBB is actively working with most major OEM’s to achieveNBB is actively working with most major OEM s to achieve B20 support by all OEM’s

Fuel quality enforcement programsASTM Blend Standards passed last yearAftertreatment studies

OEM Biodiesel Blends Approve B5 :

Detroit Diesel, Isuzu, Kubota, Mack, Mercedes, VolkswageDiesel, Isuzu, Kubota, Mack, Mercedes, Volkswagen, Volvo

Approve B20 or higher on at least some models:

Arctic Cat, Buhler, Case Construction Equip., Case IH, Caterpillar, Cummins, Chrysler (Dodge Ram & Sprinter - Fleets) Ford General Motors (SEO forSprinter Fleets), Ford, General Motors (SEO for fleets), Hayes Diversified Technologies, John Deere, Navistar, Perkins, Toro

Approve B100:Case IH, Fairbanks Morse, New Holland, Tomcar

61

B20 vs. Diesel: In the shopWith in spec B20 and lower, the issues you canWith in spec B20 and lower, the issues you can expect to see in your shop are the same as you will see with petrodieselExcept:

Expect to see less lubricity related issuesExpect to see less problems with after-treatmentp pFilter related issues likely normal diesel issues or out of spec or imposter biodieselLess black smoke from exhaust!

Sources for Filter Clogging:Sources for Filter Clogging:Petrodiesel and Biodiesel

62

Exposure to AirExposure to Air

• Enters through vent pipes and contains large amounts of moisture.Gene all displaces the f el• Generally displaces the fuel as tank is emptied.

• It is not practical to keep air from entering the tank.

• Will increase the oxidation of fuel.

• Do not store fuels for long gperiods of time in partially empty tanks without stabilizers.

• Consider desiccant dryers.

Microbial GrowthMicrobes are bacteria or fungus that live and gpropagate in fuel at the fuel/water interface.Water needed to live—no water, no bugs.Hydrocarbons in petrodiesel or biodiesel provide the food and the water provides the oxygen.This environment is needed for living growthThis environment is needed for living, growth, and reproduction.The filters with microbial contamination often had an odor different from the normal fuel smell.

63

Water ContaminationULSD reaches water saturation at approximately 200-300 ppm. More settles to the bottom.

NREL B20 survey data: same water saturation levelNREL B20 survey data: same water saturation level as petrodiesel. More settle to the bottom

B100 can hold more water, up to 1200 ppm

Still very small—0.12%, on the same order as gasoline can hold water. Un-dissolved water settles to the bottom like it does in petrodiesel tankslike it does in petrodiesel tanks.

While higher than petrodiesel, biodiesel is not water loving (i.e. hygroscopic) like ethanol is. Most people do not understand this fact.

High Water Concentration

64

Icing of the filterWhen there is excess free water in fuel, it can form ice on the filter and cause filtercan form ice on the filter and cause filter plugging in cold temps. A filter which has been plugged but is clean and new at room temperature indicates that icing is the likely cause.

Since the temperatures of engines are warm, any moisture picked up within thewarm, any moisture picked up within the engine can be brought back to the fuel lines. This moisture can freeze overnight in low ambient temperatures.

Free water

Sediment/Rust build-upSome of the filters had solid sediment within the folds and solid particles in the filter casing.

Sediment present in the fuel or rust particles from within the engine can collect over time and plug the filter even when there are not necessarily problems with the fuel.

Not related to biodiesel use

65

Sediment/Rust build-up

Paraffin Wax

High level of paraffin material could be from the way ULSD is processed.

When the temperature of the fuel is at or below its cloud point, paraffin material will precipitate out and collect on the bottom of the tank.

When warmed to room temperature the paraffin wax will turn back into liquid. q

Paraffin build-up does not come from biodiesel fuel.

66

Paraffin Wax

Oxidation

Filters with a black and shiny surface but no microbial growth odor or gel or sediment indicate they may be plugged by oxidation build-upthey may be plugged by oxidation build up.

Because many newer engines run at higher temperatures, there may be a black “asphaltene” petrodiesel type material collecting on the filter.

This phenomenon has been seen all around the f i icountry, often in newer engines.

67

Oxidation

Petrodiesel does not have an oxidation specification, while B100 and B6 to B20

l d dspecs already do.

Biodiesel can also oxidize, but oxidized biodiesel manifests itself in acid numbers which are out of spec

Th id b f bi di l illThe acid number for biodiesel will go out of spec before filter clogging occurs

Oxidation

68

Monoglyceride Build-upThe next filter tested positive for high concentrations of saturated monoglyceride material—an out of specof saturated monoglyceride material—an out of spec or ‘imposter’ biodiesel.

Monoglyceride is one substance that can precipitate out of fuel if not within spec

Monoglycerides do not turn back into a liquid at room temperaturetemperature

Can be distinguished from diesel by its brownish, butterscotch pudding type of appearance

Un-reacted Biodiesel: Saturated Mono-glycerideg y

69

Troubleshooting Checklist

Microbial Growth Exposure to air and waterMicrobial Growth – Exposure to air and waterIcing of Filter – Excess water in tankOxidation – Hot fuel return to fuel tankMonoglyceride Build Up – Off specificationParaffin Wax T t t b l l dParaffin Wax – Temperature at or below cloud point

Steps to Maintaining FuelStore Fuel in Clean, Dry Dark EnvironmentStore Fuel in Clean, Dry Dark EnvironmentKeep Tank Topped off to eliminate head spaceMonitor hoses, fill/vapor caps, gaskets for leaksStorage in on-site tanks should be limited to less than 6 months.O d f l t l b t b t t d fOnce a year send your fuel to lab to be tested for microbial contamination

70

NBB Resourceswww.biodiesel.org

News Releases & Information Resources

Educational Videos Available

T h i l Lib & RTechnical Library & Resources

On-line Database & Spec Sheets

OEM Warranty Positions on Biodiesel

U.S. Diesel Vehicle List

www.BQ-9000.orgListing of BQ 9000 Certified CompaniesListing of BQ-9000 Certified Companies

www.allthingsbiodiesel.comBiodiesel merchandise, literature, signage, pump

labels and more!

The Iowa Biodiesel Board and the National Biodiesel Board authorize the reproduction or use of this material for educational purposesuse of this material for educational purposes

National Biodiesel Board Iowa Biodiesel BoardNational Biodiesel Board605 Clark Ave • PO Box 104898Jefferson City, MO 65110-4898(800) 841-5849

Iowa Biodiesel Board 4554 114th StreetUrbandale, IA 50322-5410 (515) 727-0664