Attention: TDR Forum Junkies 
Myth: Biodiesel does not perform as well as diesel.
Fact: One of the major advantages of biodiesel is the fact that it can be used in existing engines and fuel injection equipment with little impact to operating performance. Biodiesel has a higher cetane number than U. S. diesel fuel. In more than 50 million miles of in-field demonstrations, B20 showed similar fuel consumption, horsepower, torque, and haulage rates as conventional diesel fuel. Biodiesel also has superior lubricity and it has the highest BTU content of any alternative fuel (falling in the range between #1 and #2 diesel fuel).
A 1998 review paper on fuel lubricity worldwide2 showed that diesel fuel in the US and Canada is some of the poorest lubricity fuel found in the entire world (see Figure 1 attached). Of the 27 countries surveyed, only Canada, Switzerland, Poland and Taiwan had poorer lubricity fuel than the US. With a mean fuel lubricity of just under the recommended specification of an HFRR wear scar diameter of 460 microns, fully 50% of the US fuel was found to be above that recommended by equipment manufacturers.
These US data are with diesel fuel refined to meet the current EPA restriction of 500 ppm maximum sulfur specification. The severe hyrdrotreating required to reduce fuel sulfur to the new EPA 2006 specification of 15 ppm sulfur maximum will cause a further reduction in fuel lubricity compared to today’s diesel fuel, and is of concern to engine and fuel injection equipment manufacturers.
*Results provided by Stanadyne Automotive Corp.
For the Number 2 diesel fuel, 1% biodiesel was sufficient to achieve the desired increase in lubricity, while the Number 1 diesel fuel took almost 2%. In addition, the data show that most of the lubricity benefits of the biodiesel were achieved by adding only 2% biodiesel to either Number 1 or Number 2 diesel.
Based on the HFRR testing run by Stanadyne, and testing from other laboratories showing similar results, Stanadyne Automotive has stated:
“…. we have tested biodiesel at Stanadyne and results indicate that the inclusion of 2% biodiesel into any conventional diesel fuel will be sufficient to address the lubricity concerns that we have with these existing diesel fuels. From our standpoint, inclusion of biodiesel is desirable for two reasons. First it would eliminate the inherent variability associated with the use of other additives and whether sufficient additive was used to make the fuel fully lubricious. Second, we consider biodiesel a fuel or fuel component—not an additive…Thus if more biodiesel is added than required to increase lubricity, there will not be the adverse consequences that might be seen if other lubricity additives are dosed at too high a rate. ”
The reasoning behind Stanadyne’s support of 2% biodiesel makes biodiesel an ideal solution to the existing lubricity problem with diesel fuel—while supporting other environmental, energy security, and economic development initiatives. As EPA forces the further removal of sulfur from diesel fuel in 2006, which will undoubtedly worsen fuel lubricity, the concentration of biodiesel can be raised to that necessary to fully protect this future fuel as well.
Additional lubricity testing has been performed on biodiesel at Southwest Research Institute4 (see figure 11 attached) using an updated BOCLE apparatus (Scuffing Load BOCLE), on CARB fuel, EPA fuel, as well as Jet A-1 fuel. Jet A-1 fuel is similar to Number 1 diesel fuel or kerosene. For the Scuffing Load BOCLE, a higher load capacity indicates
Myth: Biodiesel causes filters to plug.
Fact: Biodiesel can be operated in any diesel engine with little or no modification to the engine or the fuel system. Pure biodiesel (B100) has a solvent effect, which may release deposits accumulated on tank walls and pipes from previous diesel fuel use. With high blends of biodiesel, the release of deposits may clog filters initially and precautions should be taken to replace fuel filters until the petroleum build-up is eliminated. This issue is less prevalent with B20 blends, and there is no evidence that lower-blend levels such as B2 have caused filters to plug.
Biodiesel provides significant lubricity improvement over petroleum diesel fuel. Lubricity results of biodiesel and petroleum diesel using industry test methods indicate that there is a marked improvement in lubricity when biodiesel is added to conventional diesel fuel. Even biodiesel levels below I percent can provide up to a 30 percent increase in lubricity,
Fact: One of the major advantages of biodiesel is the fact that it can be used in existing engines and fuel injection equipment with little impact to operating performance. Biodiesel has a higher cetane number than U. S. diesel fuel. In more than 50 million miles of in-field demonstrations, B20 showed similar fuel consumption, horsepower, torque, and haulage rates as conventional diesel fuel. Biodiesel also has superior lubricity and it has the highest BTU content of any alternative fuel (falling in the range between #1 and #2 diesel fuel).
A 1998 review paper on fuel lubricity worldwide2 showed that diesel fuel in the US and Canada is some of the poorest lubricity fuel found in the entire world (see Figure 1 attached). Of the 27 countries surveyed, only Canada, Switzerland, Poland and Taiwan had poorer lubricity fuel than the US. With a mean fuel lubricity of just under the recommended specification of an HFRR wear scar diameter of 460 microns, fully 50% of the US fuel was found to be above that recommended by equipment manufacturers.
These US data are with diesel fuel refined to meet the current EPA restriction of 500 ppm maximum sulfur specification. The severe hyrdrotreating required to reduce fuel sulfur to the new EPA 2006 specification of 15 ppm sulfur maximum will cause a further reduction in fuel lubricity compared to today’s diesel fuel, and is of concern to engine and fuel injection equipment manufacturers.
*Results provided by Stanadyne Automotive Corp.
For the Number 2 diesel fuel, 1% biodiesel was sufficient to achieve the desired increase in lubricity, while the Number 1 diesel fuel took almost 2%. In addition, the data show that most of the lubricity benefits of the biodiesel were achieved by adding only 2% biodiesel to either Number 1 or Number 2 diesel.
Based on the HFRR testing run by Stanadyne, and testing from other laboratories showing similar results, Stanadyne Automotive has stated:
“…. we have tested biodiesel at Stanadyne and results indicate that the inclusion of 2% biodiesel into any conventional diesel fuel will be sufficient to address the lubricity concerns that we have with these existing diesel fuels. From our standpoint, inclusion of biodiesel is desirable for two reasons. First it would eliminate the inherent variability associated with the use of other additives and whether sufficient additive was used to make the fuel fully lubricious. Second, we consider biodiesel a fuel or fuel component—not an additive…Thus if more biodiesel is added than required to increase lubricity, there will not be the adverse consequences that might be seen if other lubricity additives are dosed at too high a rate. ”
The reasoning behind Stanadyne’s support of 2% biodiesel makes biodiesel an ideal solution to the existing lubricity problem with diesel fuel—while supporting other environmental, energy security, and economic development initiatives. As EPA forces the further removal of sulfur from diesel fuel in 2006, which will undoubtedly worsen fuel lubricity, the concentration of biodiesel can be raised to that necessary to fully protect this future fuel as well.
Additional lubricity testing has been performed on biodiesel at Southwest Research Institute4 (see figure 11 attached) using an updated BOCLE apparatus (Scuffing Load BOCLE), on CARB fuel, EPA fuel, as well as Jet A-1 fuel. Jet A-1 fuel is similar to Number 1 diesel fuel or kerosene. For the Scuffing Load BOCLE, a higher load capacity indicates
Myth: Biodiesel causes filters to plug.
Fact: Biodiesel can be operated in any diesel engine with little or no modification to the engine or the fuel system. Pure biodiesel (B100) has a solvent effect, which may release deposits accumulated on tank walls and pipes from previous diesel fuel use. With high blends of biodiesel, the release of deposits may clog filters initially and precautions should be taken to replace fuel filters until the petroleum build-up is eliminated. This issue is less prevalent with B20 blends, and there is no evidence that lower-blend levels such as B2 have caused filters to plug.
Biodiesel provides significant lubricity improvement over petroleum diesel fuel. Lubricity results of biodiesel and petroleum diesel using industry test methods indicate that there is a marked improvement in lubricity when biodiesel is added to conventional diesel fuel. Even biodiesel levels below I percent can provide up to a 30 percent increase in lubricity,
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