The document summarizes a training provided to the Iowa Motor Truck Association on biodiesel. It introduces experts who discussed the basics of petrodiesel and biodiesel production, ASTM standards for biodiesel quality control through the BQ-9000 program, typical properties and emissions benefits of biodiesel blends, and the current state of the biodiesel industry in the US.

1. Biodiesel for Diesel Technicians: Iowa Motor Truck Association Training Wednesday, Decemeber 2, 2009 Sponsored by: Iowa Biodiesel Board, National Biodiesel Board through funding by the Iowa Power Fund

2. Objectives: Instructor Training Provide Iowa Motor Truck Association detailed training with the Biodiesel for Diesel Technician training program Provide access to industry experts for more detailed questions and answers Opportunity to provide feedback and input into the training materials.

4. Today’s Experts: Steve Howell Technical Director, National Biodiesel Board Jordan Thaeler Technical Projects Manager, National Biodiesel Board Rachel Burton Diesel Technician Program, National Biodiesel Board Dave Stehouwer DMS Consulting, retired Cummins Fuel Systems Randy Olson Executive Director, Iowa Biodiesel Board

5. Biodiesel for Diesel Technicians At the end of today’s session, you will: Answer general questions about biodiesel that you may be asked as a technician Understand why customers want biodiesel Understand the importance of fuel quality and the BQ-9000 program Be able to discern issues between normal diesel problems and poor quality biodiesel imposters or out-of-spec biodiesel when they hit the shop

6. Basics of Petrodiesel

7. How is diesel made? Crude petroleum oil is heated up to separate the complex mixture of hydrocarbons 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

9. Typical Refinery Products From: Schmidt, G.K. and Forster, E.J., “Modern Refining for Today’s Fuels and Lubricants,” SAE Paper 861176, 1986. Solid Petroleum Coke 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 - 400 30 - 200 Gasoline -40 - 31 -40 - 0 LPG Product Boiling Range Deg. F Boiling Range Deg. C

10. 3 PROPANE METHANOL ETHANOL 8 ISO OCTANE (GASOLINE) 20 CETANE (DIESEL FUEL) Benzene Toluene Xylene

11. Petrodiesel Composition 20-35 % aromatic compounds (benzene, xylene, toluene, etc.) 60-80 % straight/branched hydrocarbons generally with 8 to 24 carbons Some polycyclic aromatic compounds and sulfur compounds No oxygen containing compounds

12. Petrodiesel Delivers Important Diesel Properties Auto-ignition = Cetane Number BTU Content = Fuel Economy/Power Viscosity = Fuel Thickness Cloud Point = Fuel Gelling Temperature Lubricity = Component Wear Sulfur = Lubricity, Anti-microbial Cleanliness = Dirt, Water, Metals Stability = Shelf Life, Filter Blocking Composition = Emissions

13. American Society for Testing and Materials (ASTM) ASTM sets fuel standards for US Consensus voting Best engineers and chemists from engine, fuel system, users, petroleum, biodiesel, consultants, regulators One negative vote can fail a ballot Super majority (2/3) required for over ride Producers Users Consumers General Interests

14. ASTM D975 is the diesel spec The 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

15. Diesel Fuel -ASTM D 975

16. Commercial Alternative Fuels 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 and used in existing engines with little or no modifications (‘drop in’ fuels): E10, B20 and lower

17. Commercial Alternative Fuels for Existing Engine Technology Must be similar for important parameters of the fuel the engine was designed for Hopefully improves some parameters Brings some other beneficial attribute to the table that people believe is important Social (emissions, green house gases) Physical/chemical (high cetane or lubricity, etc.) Economic (i.e. cheaper, low cost option)

18. What is Biodiesel?? Ethanol—NO! Raw Veg Oil—NO! “ Bio-Willie” Yes, but not from marijuana oil!

19. Ethanol is not Biodiesel!!! Ethanol is made from fermenting the whole corn kernel to ethanol Ethanol 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”! Raw ethanol in diesel fuel can severely damage diesel engines!

20. Making Biodiesel Vegetable Oil or Animal Fat (100 lbs.) + Methanol (10 lbs.) Biodiesel (100 lbs.) + Glycerine (10 lbs.) In the presence of a catalyst Combining Yields

21. Biodiesel Raw Materials Oil or Fat Alcohol Soybean Methanol Corn Canola Cottonseed Catalyst Sunflower Sodium hydroxide Beef tallow Pork lard Chicken fat Used frying oils

22. Transesterification (the biodiesel reaction) Fatty Acid Chain Glycerol Methanol Biodiesel Triglyceride

23. Biodiesel molecule oxygens hydrogens carbons Double bond Biodiesel has 16 or 18 carbons in a long chain with some oxygen at one end (ester): The diesel fuel standard, ‘cetane’, is 20 carbons in a long straight chain but has no oxygen Cetane: Biodiesel Molecule

24. Narrow Composition Mother nature produces oils and fats with a narrow range of composition C14 or less: 0 to 5%, usually less than 1% C16: 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, emissions Some properties vary as much as petrodiesel, based on the saturation level of the oil/fat Cetane number, cloud point

25. Biodiesel Delivers Important Diesel Properties Auto-ignition = Cetane Number over 50 BTU Content = Similar to #1, less than #2 Viscosity = Values in diesel fuel range Cloud Point = Current biodiesel higher than #2 Lubricity = Naturally high in lubricity Sulfur = Naturally less than 15 ppm Cleanliness = ASTM specs same as petrodiesel Stability = Spec set for 6 month min. shelf life Emissions significantly less for PM, HC, CO

26. Important Specs Complete Reaction/Removal of Glycerine Insured through total/free glycerine Will cause injector coking, filter plugging, sediment formation Shortens shelf life Removal of Alcohol Insured through flash point May cause premature injector failure, safety concern Absence of Free Fatty Acids Insured through acid value Can cause fuel system deposits and effect fuel pump and filter operation Removal of Catalyst Insured through sulfated ash and Ca/Mg and Na/K May cause injector deposits and/or filter plugging Issues resolved with ASTM D6751 – Represents over $50 million and 15 years of testing

27. ASTM D6751

28. BQ-9000 A voluntary quality system certification program for the North American biodiesel industry Applies internationally accepted quality management principles Incorporates fuel specifications Uses a series of audits to verify adherence to the company’s own quality management system

29. BQ-9000 Objectives To promote the commercial success and public acceptance of biodiesel To help assure that biodiesel fuel is produced to and maintained at the industry standard, ASTM D6751

30. Three certifications possible for companies: BQ-9000 Producer BQ-9000 Marketer BQ-9000 Laboratory (March 31, 2009) D6751 is CRITICAL: BQ 9000 becoming a given

31. US Biodiesel Production National Biodiesel Board 700 Million Gallons Diesel Fuel Pool: 60 Billion Gallons Changes to EPAct Bioenergy Program Biodiesel Tax Incentive

32. Production Locations 6/22/09 ) BQ-9000 Producers 173 Plants

33. Industry Plant Size Production Capacity 2.69 billion gallons per year Average Plant Size 15.5 million gallons per year 173 Plants

34. 29 Plants New Construction (6/22/09)

35. New Construction & Expansion Construction Capacity 849.9 million gallons per year Average Plant Size 21.2 million gallons per year 40 Plants

36. So why the interest in biodiesel?

37. Biodiesel Markets AG AND OFF-ROAD USERS Lubricity Enhancement Underground Mines MARINE Recreational Tour Boats Environmentally Sensitive Areas REGULATED FLEETS Federal State Selected Utilities HOME HEATING ON-HIGHWAY USERS Trucking Fleets Passenger Vehicles Biodiesel Markets

38. Biodiesel Improves Diesel Properties Blends with petrodiesel in any percentage Once it is blended it does not separate back out Higher Cetane Over 50 vs. average petrodiesel around 44 Smoother, more complete burn High Flash Point Makes it Safer Non hazardous shipping (over 200° F) Virtually Zero Sulfur Meets ULSD limits of 15 ppm or less Zero Aromatics Reduces Toxicity 11% Oxygen Provides Superior Lubricity and Reduces Black Smoke (Particulates)

39. BP 15 BP 15 + 40 % Biodiesel B100 Spray and Combustion at Load with Biodiesel

40. Heavy Duty Emissions Averages FTP Engine Dyno Summary Emission Type B100 B20 B2 Total Unburned Hydrocarbons -67% -20% -2.2% Carbon Monoxide -48% -12% -1.3% Particulate Matter -47% -12% -1.3% Oxides of Nitrogen (NO X ) +10% +/-2% +/-0.2%

41. Best “Bang for your Buck” at B20

42. RELATIVE EMISSION RATE (MG/HP-HR) B100 B20 0 2 4 6 8 10 2D HEAVY HC SPECIATION - CUMMINS N14 ENGINE

43. Enhanced Lubricity Equipment benefits Superior lubricity B2 has up to 66% more lubricity than #2 Diesel Eliminates need for lubricity additives EPA required sulfur reduction in 2006 No overdosing concerns vs. other lubricity additives

45. Energy security Increases Domestic Fuel Production Capacity Putting renewable feeds through existing refineries doesn’t do this Reduces Energy Imports and Dependence on Foreign Oil Sources U.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

48. Creates Domestic Manufacturing Jobs in Rural America Green Jobs 2007: 21,803 jobs 2007: $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 RFS can be translated to B5 in 2/3 of all on road diesel! Low cost option to meet RFS National Biodiesel Board

49. Biodiesel and Global Warming Closed Carbon Cycle: CO 2 Used to Grow Feedstock is Put Back Into Air 78% Life Cycle Decrease In CO 2 Energy Balance 3.2 to 1 Over 3 times as much energy out as it took to make the biodiesel Compression Ignition Platform (i.e. diesel) 30% More Efficient Than Spark Ignition (i.e. gasoline, CNG, propane)

50. Producing Feed, and Some Fuel Biodiesel starts with an oil or fat Oils/fats are made as a minor by-product of producing food for humans and animals Soybeans are 80% high protein feed, 20% oil Cattle, 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 food Biodiesel 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

51. National Renewable Energy Laboratory August, 2007 New Biodiesel Sources Crop Oil Yield Gallons/acre Corn 18 Cotton 35 Soybean 48 Mustard seed 61 Sunflower 102 Rapeseed/Canola 127 Jatropha 202 Oil palm 635 Algae “ 10,000”

52. Questions and Answers Break

53. Biodiesel Performance, Engine Durability and Field Studies

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

55. Diesel Fuels and Alternatives: Some important terminology Petrodiesel: Traditional petroleum derived diesel fuel meeting ASTM D975 Biodiesel: Mono-alkyl esters of long chain fatty acids derived from oils/fats meeting ASTM D6751 Biodiesel Blends: A blend of petrodiesel and biodiesel designated BX, XX = percent of biodiesel Renewable or Green Diesel: generic category for any other new fuel for diesel engines for which there are no approved ASTM specifications

56. Beware of Biodiesel Imposters! ASTM D6751 Definition Eliminates: Coal Slurries Raw Vegetable Oils and Fats Non-Esterified Oils Hydro-treated Oils and Fats Proprietary Veg Oil / Ethanol blends Auto, engine, and fuel injection equipment makers only support D6751 biodiesel Other fuels will need to get ASTM specs

57. Quality, Quality, Quality B100 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

58. Why care about biodiesel quality? Off specification biodiesel can cause engine operability problems Quality is critical to continue to grow the industry There is NO room for off-specification fuel Customers need to receive consistent quality from lot to lot, batch to batch Must be on-spec for tax credit and to be legal fuel

59. In specification B100

60. Out of spec: High raw oil

61. Out of spec: Incomplete reaction and high catalyst conc.

62. Out of spec: Incomplete reaction and high catalyst conc.

63. Biodiesel and Engine Manufacturers After 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 B20 National Biodiesel Board set forth on intensive effort to work with OEM’s to address any issues and concerns B20 Fleet Evaluation Team Formed

64. B20 Fleet Evaluation Team Develop fact based informed position on B20 Most major diesel engine and fuel injection companies participated in this process B20 Failure Mode and Effects Analysis (FMEA) Detailed identification of everything that can go wrong when using B20 Rank: Severity, Occurrence, Detection modes Develop RIN: Risk Identification Number Develop plan to address high RIN areas

65. B20 Fleet Evaluation Members Bosch Case New Holland Caterpillar Cummins DaimlerChrysler Delphi Diesel Systems Department of Defense Engine Manufacturers Association Ford Motor Co General Motors International John Deere National Biodiesel Board National Renewable Energy Lab Parker - Racor Siemens Diesel Systems Stanadyne Corp Volkswagen AG Volvo Truck Fleetguard

66. B20 FMEA Results Most potential ‘problems’ are eliminated if the B100 meets D6751 prior to blending More info is needed on after-treatment More info is needed on stability/shelf life More info is needed from field (materials compatibility, un-anticipated issues) Provide user advise to help trouble-free use

67. Biodiesel is the pure, or 100 percent, biodiesel fuel. It is referred to as B100 or “neat” biodiesel. 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. Purchase biodiesel and biodiesel blends only from companies that have been registered under the BQ-9000 fuel quality program. B20 FET - Technical Guidance and Recommendations

68. 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. 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. B20 FET - Technical Guidance and Recommendations

69. 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 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 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. B20 FET - Technical Guidance and Recommendations

70. 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 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. B20 FET - Technical Guidance and Recommendations

71. Biodiesel Performance: Meeting ASTM Specifications

72. 2004 B100 Quality Survey Under guidance of B20 Fleet Evaluation Team (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 levels of: phosphorus (lube oil contamination?) total glycerin acid number acid number and total glycerin

73. 2006 B100 Quality Survey A subcontractor visited the site of a biodiesel blender, usually a terminal operator or jobber, to collect the B100 sample 32 B100s, 6 B99s, and 1 B50 59% of B100 samples tested fail the D6751 specification 30% fail total glycerin – immediate operational problems in cold weather Other issue of concern is 20% failure rate for Na+K Samples 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

74. 2008 B100 Quality Survey Collect B100 samples directly from producers and analyze for properties most likely to impact 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 production volume Results presented at 2008 National Biodiesel Conference and Expo

75. 2008 B100 Quality Survey Over 90% of the volume sold in the US met ASTM specifications BQ-9000 companies consistently met or exceeded ASTM specifications, regardless of size of company/plant Of non BQ-9000 companies, out of spec product was more likely with smaller companies

76. Biodiesel Performance: Some Examples of Field Durability Studies

77. Many detailed B20 Studies have been performed and published US Postal Service, St. Louis Bus System Denver Regional Transit Bus System Las Vegas Valley Water District Clark County, NV School District Connecticut DOT; Keene, NH; NC DOT; Cedar Rapids, IA Buses, etc. etc. etc.

78. Department of Energy (DOE) B100 & Blends Material Compatibility Engine Performance Diesel and Biodiesel Emissions Handling & Usage

79. Fleet Management Experiences

80. 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, 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

81. User B20 Results Summary Similar fuel economy Similar maintenance costs Some 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 imposter biodiesel Following established guidelines give trouble free use Positive driver and user experience—smell, smoke

82. Biodiesel Performance: Some Examples of Lab Durability Studies

83. 1000 Hour Durability B20 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. hr 0 25 50 125 1000 Accelerated, high-load durability cycle Lube oil samples analyzed Engine emissions tested Engine lube oil checked Engine emissions tested Full load engine performance verified

84. Test Engine Cummins prototype 2007 ISL Six cylinder 8.9 liter Rated power of 330 BHP Peak torque of 1150 ft•lb at 1300 rpm Diesel Oxidation Catalyst (DOC) Diesel Particulate Filter (DPF) Post injection (in-cylinder) for active regeneration Variable geometry turbocharger Exhaust gas recirculation (EGR) with cooler Cummins fuel injection system

85. Test Cycles Durability Testing Accelerated High-load Transient cycle Varying load and speed Cycle repeated for 1000 hr Emissions Testing Federal Test Procedure (FTP) One cold start transient FTP test Three hot start transient FTP test One SET Ramped Modal Cycle >70% of durability cycle at full load High Idle Low Idle Peak Torque Peak Power

86. Durability & Emission Results Approximately 17,000 gallons of B20 biodiesel fuel was used during the 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. 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).

87. Overhead Components Top of cylinder head No sludge deposits Bottom of cylinder head Deposits comparable to #2D Intake Valves Exhaust Valves Results are typical for this type of test with #2D diesel fuel

88. Power Transfer Components During teardown, the crankshaft was found to be in very good condition, and results were comparable to #2D diesel fuel test. Component Comments Cranckshaft 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 Connecting Rod Meets rebuild spec Connecting Rod Bushing Meets rebuild spec

89. Power Cylinder Components Crosshatch visible in all six cylinders. Results comparable to #2D diesel fuel test. Ring Grooves Anti-Thrust Side Cylinder 1 Top Piston Piston Bowl Front Cylinder 1 Minor staining Component Comments 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 and bottom sides OK, and light carboning. Oil rings Looked good. Very little wear.

90. Cooling and Lube Components 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. Bottom (Oil) Piston Rings Cylinder 1 Top Cylinder 6 Bottom Component Comments Oil pump No issues Oil cooler head No issues Oil cooler cover No issues Oil pressure regulator/bypass No issues Piston cooling nozzles No problems due to B20. Oil Pan Normal Oil suction tube Gasket showed good imprint of seal Turbo coolant/oil lines Normal

91. Air Handling Components 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. Component 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.

92. Aftertreatment Components Component Comments Diesel 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.

93. Fuel System Pictures Stage 1 Plunger Needle No marks on needle surface or the edge. Plunger Needle – Top View Some slight staining. Stage 2 Plunger Needle has some wear, but normal for this type of aggressive test. Plunger Orifice not clogged with oil sludge or deposits

94. 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 observed. 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. 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.

95. Summary A 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. 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.

96. Oil Lubrication for Modern Diesel Fuels

97. Emissions Regulation Drives Modern Oil Quality 1988 14.4 1990 1991 1994 1998 2000 2002 2010 0.80 0.33 0.134 0 2 4 6 8 10 12 NO x , g/kW-Hr Particulate, g/kW-Hr 8.05 6.7 6.7 5.4 3.3 1.5 0 . 013 14 16 2007 0.27 PC-11? CJ-4 CI-4 CH-4 CG-4 CF-4 CE

98. Each Generation of Oil Improved Performance More engine tests added Tests are more demanding Costs are very high ($1.5 to 2.0 Million for a new oil) Additive treat levels go up Lube ash content increases DPF (Diesel Particulate Filters) required for 2007 standards Trap exhaust soot to meet particulate standard Traps get plugged by lube ash CJ-4 is first API Category to limit composition Now the oils must give higher performance with lower ash

99. DPF’s Limit Lube Ash Ash Volatility Phosphorus Sulfur CJ-4 2007 API CI-4 2002 1.5-1.3% Range CDPF No After-Treatment 1.0% Range

100. Engine Durability Tests for CJ-4 Oil Demand Increased Performance Caterpillar C-13 Oil Consumption Blow-By and Piston Deposits Cummins ISB Slider Valve Train Wear and After-Treatment Mack T-12 Power Cylinder Wear and Oxidation Cummins ISM Power Cylinder, Valve Train Wear, Filter Life and Sludge Control

101. What do these tests mean for Biodiesel All of these new tests to define oil quality run on 15 ppm S fuel that is carefully controlled There were real questions about the effect of B20 on lube performance Why? How did NBB help to answer these questions?

102. Engine Lube Tests with B-20 Objective: To determine if there are any effects on lubricant performance from the use of B-20 fuel Plan: Run standard engine tests with B-20 using reference oils to compare lube performance with # 2 diesel Fuel: B-20 blended from PC-10 fuel and B-100 such that the blend meets D 7467

103. Summary: Engine Test Parameters Examination of the control parameters for these engine tests: All 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 General trend toward higher TAN Without corresponding loss of TBN Only Pb Corrosion and T 12 oxidation are worse than acceptance limits

104. Bottom Line Engine / Fuel / Lubricant are inter-related Current lubricants protect the engines operating on B20 for most applications Oil companies & OEM’s recommend a premium lubricant with on oil analysis program to protect your engines with B-20 Watch trends in TAN & TBN as well as used oil lead values

105. ASTM Biodiesel Specs Now Approved Started ASTM process in 1993 After 15 years, biodiesel blends were approved by ASTM in 2008 D6751: Pure biodiesel blend stock D975: On/off road diesel with up to 5% Biodiesel D7467: On/off road diesel with biodiesel between 6% and 20%

106. Spec Grade B5 and lower (D975) Made with ASTM grade B100 Is now just considered traditional diesel fuel falling under D975 All the same practices and procedures that apply for diesel fuel apply for B5 and lower Lubricity attributes of small levels of biodiesel may enhance engine life, reduce lubricity related repairs and problems.

107. Spec Grade B6 to B20 (D7467) Made with ASTM grade B100 Drop in replacement for petrodiesel Millions of miles of trouble free use B20 holds similar levels of water as petrodiesel Take cold weather precautions like diesel Good detergent—may clean out systems upon first use (filter change in 2% cases) Use within 6 months

108. Going over B20 requires caution But it can be done with proper pre-cautions NBB recommends average user stay at B20 Cold flow issues are greater Materials compatibility (hoses, gaskets) Cleaning effect is more immediate Engine oil may become diluted with fuel

109. Questions and Answers Break

110. New Diesel Emissions Technology and Biodiesel; Troubleshooting

111. Diesel Emission Reductions

112. 2010 standards Introduction of ultra-low sulfur diesel fuel in October 2006 EPA emissions standard for 2007: 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 Selective catalytic reduction (SCR) Diesel Exhaust Fluid (DEF) needed for SCR operation

113. Diesel Particle Filters Exhaust flows through porous wall-flow elements PM is trapped on the walls of the filter When exhaust temperature is high enough, PM is burned off In most cases, unburned diesel fuel is injected to accomplish this Precious metal is loaded onto filter walls to lower the temperature required for regeneration Issues: Regeneration at low temperatures/duty cycles Plugging with incombustible materials like lube oil ash

114. NO x Controls NO x Adsorber Catalyst/Lean NO x trap Catalyst converts all NO x to NO 2 , adsorbent bed “traps” NO 2 When bed is saturated, exhaust forced rich NO 2 is released and converted to N2 Bed also traps SO 2 , but doesn’t release it Near sulfur free exhaust is needed Higher temps, longer time needed to release sulfur 90%+ conversion is possible Selective Catalytic Reduction (SCR) Used for industrial NO x control for years Requires a supplemental “reductant” Typically ammonia, derived from urea “ Diesel Exhaust Fluid” 80-90% reduction efficiency Generally sulfur tolerant NO x adsorber catalyst (NAC) is also known as a lean-NO x trap (LNT) SCR NOx + NH3 Sensor Urea Injection

115. Biodiesel Testing Cummins ISB 300 2002 Engine, 2004 Certification Cooled EGR, VGT Johnson Matthey CCRT 12 Liter DPF Passively Regenerated System Pre Catalyst (NO 2 Production) Fuels: ULSD, B100, B20, B5 ReFUEL Test Facility 400 HP Dynamometer Transient & Steady State Testing Cummins Soot Characterization Significant financial support for testing

116. 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

117. Superb Results BPT ULSD 360ºC B20 320ºC B100 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

118. Biodiesel and DPF Biodiesel is compatible with Diesel Particulate Filters, and has some distinct advantages: Lowers regeneration temperatures Less engine out particulate matter May provide increased performance and decreased maintenance vs. ULSD alone May provide increased fuel economy Regeneration mode is important Late in-cylinder injection may cause increased fuel dilution of engine oil and limit the level of biodiesel 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 blends Some light duty OEM’s recommend max B5 at present

119. Biodiesel Testing with LD Emission Systems Includes two emission control systems and two fuel blends on a light-duty platform NAC/DPF and SCR/DPF 5% and 20 % biodiesel blends Performance, optimization and durability Aging to represent 2100 hours of operation (approximately 120,00 miles or full useful life) for B20 Emissions evaluations over UDDS, US06, and HFET– testing by EPA Perform engine and fuel component teardown at end of aging Engine: DCX OM646 Vehicle: Mercedes C200 CDI

120. EPA Chassis Dynamometer NOx Adsorber Catalyst (NAC) B20 ULSD

121. Experimental: SCR Diesel Particulate Filter JM CCRT (12 Liters) Passively Regenerated Pre Catalyst for NO 2 Production Compare SCR catalyst performance with ULSD and Soy B20 through engine testing 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 Aftertreatment JM Zeolite SCR (15.5 Liters) Urea Injection (air assisted) NH3 Slip Catalyst Diesel Engine 2002 Cummins ISB (300 hp) 2004 Emissions Cert Cooled EGR, VGT, HPCR Urea Injection Diesel Particulate Filter DOC Selective Catalytic Reduction NH3 Slip Cat

122. ULSD vs B20 – SCR No statistical difference in NOx Conversion with B20

123. 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 controls Detailed testing thus far indicates B20 and lower blends are compatible with both diesel and NOx after treatment Provides benefits in some cases B5 is now just part of normal D975 diesel fuel Additional study is underway Quantify long term benefits of biodiesel blends Late in-cylinder injection may cause fuel dilution NBB is encouraging OEM’s to publicly support B20

124. OEM’s and Biodiesel Support Fuel Quality and ASTM specs are KEY B5 across the board, especially now its in D975 Experience/familiarity of each OEM yields differing opinions for blends over B5 B20 vs. B100 is primarily gasket/hose issue Customer 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 achieve B20 support by all OEM’s Fuel quality enforcement programs ASTM Blend Standards passed last year Aftertreatment studies

125. OEM Biodiesel Blends Approve B5 : Detroit Diesel, Isuzu, Kubota, Mack, Mercedes, Volkswagen, Volvo Approve B20 or higher on at least some models: A rctic Cat, Buhler, Case Construction Equip., Case IH, Caterpillar, Cummins, Chrysler (Dodge Ram & Sprinter - Fleets), Ford, General Motors (SEO for fleets), Hayes Diversified Technologies, John Deere, Navistar, Perkins, Toro Approve B100: Case IH, Fairbanks Morse, New Holland, Tomcar

126. B20 vs. Diesel: In the shop With in spec B20 and lower, the issues you can expect to see in your shop are the same as you will see with petrodiesel Except: Expect to see less lubricity related issues Expect to see less problems with after-treatment Filter related issues likely normal diesel issues or out of spec or imposter biodiesel Less black smoke from exhaust!

127. Sources for Filter Clogging: Petrodiesel and Biodiesel

128. Exposure to Air Enters through vent pipes and contains large amounts of moisture. 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 periods of time in partially empty tanks without stabilizers. Consider desiccant dryers.

129. Microbial Growth Microbes are bacteria or fungus that live and propagate 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, growth, and reproduction. The filters with microbial contamination often had an odor different from the normal fuel smell.

130. Water Contamination ULSD reaches water saturation at approximately 200-300 ppm. More settles to the bottom. NREL 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 tanks. While higher than petrodiesel, biodiesel is not water loving (i.e. hygroscopic) like ethanol is. Most people do not understand this fact.

131. High Water Concentration

132. Icing of the filter When there is excess free water in fuel, it can 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 the engine can be brought back to the fuel lines. This moisture can freeze overnight in low ambient temperatures. Free water

133. Sediment/Rust build-up Some 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

134. Sediment/Rust build-up

135. 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. Paraffin build-up does not come from biodiesel fuel.

136. Paraffin Wax

137. 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-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 country, often in newer engines.

138. Oxidation Petrodiesel does not have an oxidation specification, while B100 and B6 to B20 specs already do. Biodiesel can also oxidize, but oxidized biodiesel manifests itself in acid numbers which are out of spec The acid number for biodiesel will go out of spec before filter clogging occurs

139. Oxidation

140. Monoglyceride Build-up The next filter tested positive for high concentrations of 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 temperature Can be distinguished from diesel by its brownish, butterscotch pudding type of appearance

141. Un-reacted Biodiesel: Saturated Mono-glyceride

142. Troubleshooting Checklist Microbial Growth – Exposure to air and water Icing of Filter – Excess water in tank Oxidation – Hot fuel return to fuel tank Monoglyceride Build Up – Off specification Paraffin Wax – Temperature at or below cloud point

143. Steps to Maintaining Fuel Store Fuel in Clean, Dry Dark Environment Keep Tank Topped off to eliminate head space Monitor hoses, fill/vapor caps, gaskets for leaks Storage in on-site tanks should be limited to less than 6 months. Once a year send your fuel to lab to be tested for microbial contamination

144. NBB Resources www.biodiesel.org News Releases & Information Resources Educational Videos Available Technical Library & Resources On-line Database & Spec Sheets OEM Warranty Positions on Biodiesel U.S. Diesel Vehicle List www.BQ-9000.org Listing of BQ-9000 Certified Companies www.allthingsbiodiesel.com Biodiesel merchandise, literature, signage, pump labels and more!

145. The Iowa Biodiesel Board and the National Biodiesel Board authorize the reproduction or use of this material for educational purposes National Biodiesel Board 605 Clark Ave • PO Box 104898 Jefferson City, MO 65110-4898 (800) 841-5849 Iowa Biodiesel Board 4554 114 th Street Urbandale, IA 50322-5410 (515) 727-0664