E-diesel

Demonstration Test in Denmark

Akzo Nobel Surface Chemistry 1(11)

Urban Löfvenberg October 25, 2002
Summary
This report is an abbreviated version of the final evaluation report made from the demo test.

E-diesel is a new fuel technology using a solubilizer additive in ethanol-diesel blended fuel.
The first demonstration test project in Europe was made from October 2001 to May 2002.

The project was run by a project group. The member was Akzo Nobel Surface Chemistry
AB, Scania Danmark A/S, Statoil A/S and Johs. Rasmussen Svebølle A/S.

The tested e-diesel fuel consisted of 10% anhydrous bioethanol, 88% Danish diesel ULSD
(Miljødiesel 50) and 2% Beraid® ED10, which was easily splash blended and kept stable in
the fuel tank. A Scania heavy duty tank truck was running about 124,200 kilometres on e-
diesel. The result from the emission measurements shows that the emissions of particulate
matters (PM), carbon monoxide (CO), and nitrogen oxides (NOx), were reduced by 31, 29
and 5% respectively. The emission test did also measure the total CO2 emission, which
was reduced with about 3% compared to standard diesel. The specific fuel consumption
measured at DTI, increased by 2,2%. The maximum engine power on the e-diesel truck
was reduced by about 7% for maximum load and speed but retained at lower loads and
speeds. After about 100,000 kilometres Scania made an inspection of the e-diesel engine.
It was shown that the engine and its parts were not affected by the e-diesel. The engine oil
did not show any changes in the oil analysis. The test also confirmed that no modification
has to be made to the engine.

Introduction
Purpose
The purpose with this project was to demonstrate a full-scale demo test on ethanol blended
diesel fuel, so called e-diesel, and to show the environmental advantages that could be
achieved by running on e-diesel.

Objectives
The objective of the test was to prove:
‚ that lower exhaust emissions could be achieved
‚ that standard heavy-duty diesel engines could run on ethanol-blended diesel without
being modified
‚ that e-diesel consisting of 10% ethanol, 88% diesel and 2% additive (Beraid® ED10)
work well as a diesel fuel
‚ that an acceptable operating economy could be achieved, with regard to both
engineering and the environment.

Scope
The demo test was carried through by a project group consisted of Akzo Nobel Surface
Chemistry AB, Statoil A/S, Scania Danmark A/S and Johs. Rasmussen Svebølle A/S. The
test started in October 2001 and was ended in May 2002. Two Scania tank trucks were
participating. One truck was running on e-diesel, the other truck was running on standard
diesel as a reference vehicle.

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Urban Löfvenberg October 25, 2002
Technical descriptions
The fuel
Definition of e-diesel fuel
E-diesel is a blend of standard diesel oil containing up to 15% anhydrous ethanol and a
specially designed additive package for blend stability and to achieve certain fuel
properties. The amount of additives could vary between 0,5% to 5% of the blend. In this test
10% ethanol and 2% additive was used.

Preparation of e-diesel
The preparation of the fuel was made at the ethanol supplier Haltermann in Denmark. The
splash blending procedure could be described in four steps.
1. Ethanol was pumped into a stainless steel tank with a propeller agitator.
2. Beraid® ED10 was added.
3. Diesel oil from Statoil arrived in a tank truck where the pre-mix of ethanol and
solubilizer was pumped in.
4. The fuel mix was circulated.

The composition of the Danish e-diesel fuel is shown in Table 1.

In percentage by volume
Ethanol (>99.5%) 10%
Solubilizer (Beraid® ED10) 2%
Danish Diesel ULSD 88%
Table 1: The composition of the Danish e-diesel fuel.

E-diesel fuel data

Analysis on the e-diesel fuel was made by Statoil research centre in Mongstad in Norway.
In Table 2 analyses on standard diesel oil and on e-diesel are shown.

Typical data Danish E-diesel

Diesel ULSD
Viscosity, 40 °C, cSt 2.7 2.3
Flash point, °C 59 <14
Sulphur content, ppm 49 49
CFPP, °C -20 -25
Cloud point, °C -3 -11
Cetane number 54 52
HFRR (lubricity) µm WSD 374 374
Corrosion, Copper strip 1A 1A
Table 2: Results from analyses of Danish Diesel ULSD and Danish e-diesel.

Handling of e-diesel fuel

Due to the low flash point the fuel has to be handled as gasoline. Therefore the fuel tank
was adapted to meet the same classification as gasoline. The tank was also approved by
the fire authorities. The tank was rented from AB Gårdscisterner in Södertälje, Sweden.
Johs. Rasmussen comment that there was no difference in handling and re-fuelling the
trucks when using e-diesel compare to standard diesel.

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Urban Löfvenberg October 25, 2002
Definition and properties of the solubilizer additive
The solubilizer additive Beraid® ED10 enables anhydrous ethanol and diesel oil to be
splash blended, even at low temperatures. No heating or special equipment is required for
blending. The solubilizer additive also provides fuel blend stability, lubricity, inhibition of
corrosion and cold temperature stability properties to the fuel blend. The solubilizer additive
can further be “tailor-made” to the blend, depending on the diesel oil and the ethanol
qualities and specifications. The ratio of the components can easily be changed and
adjustments made to get a proper cetane number.

Composition of the solubilizer additive

Beraid® ED10 is an additive package, containing three major parts. Each part has a specific
purpose.
1. The performance agent improves the fuel lubricity performance and gives a
corrosion protection.
2. The solubilizer agent keeps the fuel blend stable at various temperatures.
3. A cetane improver. This additive is needed because ethanol lowers the cetane
number.

The vehicles
Two Scania tank trucks participated in the demo test. They are owned and operated by
Johs. Rasmussen Svebølle A/S in Denmark. The identical trucks are running the same
route, back and forth between Odense, Denmark and Düsseldorf, Germany. The distance
between the two cities is 1,428 kilometres. Key data for each vehicle can be found in Table
3. Normally the drivers drove their “own” vehicle but during the test the drivers changed
vehicle to obtain an objective test evaluation, as much as possible.

A diesel engine can run on e-diesel without being modified but to evaluate if any wear
should occur during the test on any parts, new unit-injectors were fitted into both vehicles
and the engine oil was changed.
By experience it is known that ethanol easily dissolves coatings in standard fuel tanks,
which could cause clogging in fuel filter and nuzzles. To avoid this to happen in the fuel
tank it was emptied and washed with ethanol before filling up with e-diesel.

The e-diesel truck: The reference truck:

Scania R114 LA4x2
Engine type: DC1102, Euro2 380 hp
Weight: 15 000 kg
Truck load: 25 000 kg
Unit-injectors: New fitted 10 September 2001
Tacho stand 11 October 2001: 472594
Tacho stand 8 March 2002: 569613
Table 3: Key data on the tested Scania trucks.
Scania R114LA4x2
Engine type: DC1102, Euro2 380 hp
Weight: 15 000 kg
Truck load: 25 000 kg
Unit-injectors: New fitted 10 September 2001
Tacho stand 6 November 2001: 483998
Tacho stand 8 March 2002: 565986

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Urban Löfvenberg October 25, 2002
Evaluation and result
Emission measurements
After running on e-diesel approximately 7,500 kilometres the first emission measurement
was made in a chassis dynamometer and after about 100,000 kilometres the second
measurement was made. This was in order to evaluate any long-term changes in emissions
and to achieve a confirmed average value.

5-mode test cycle

The emission measurements were carried out as “5-mode tests” on a chassis
dynamometer. The legislative test for emissions from heavy-duty engines in Europe is
88/77/EEC with subsequent amendments, in which the engine is mounted in a test stand
and measured in 13 stationary modes (therefore often called the “13-mode test”). The
emission (g/kWh) and power (kW) measured at each mode is given a predetermined weight
and summarised to produce a single value.
Centre for Engine Technique at Danish Technological Institute (DTI), has previously shown
that a similar result can be obtained by measuring the vehicle on a chassis dynamometer in
5 different modes selected from the 13-mode, but with different weight factors.

Emission results
The main reductions using e-diesel were 31% on particulate emissions (PM), 29% on
carbon monoxide (CO) and 5% on nitrogen oxides (NOx). Those results are the average
values from the measurements on e-diesel and standard diesel from the 5-mode test .The
specific fuel consumption increased by 2,2% according to DTI. The emission test did also
measure the total carbon dioxide (CO2) emission, which was reduced with about 3%
compared to standard diesel.

7 6 ,5 3
6 ,1 9 e -d ie s e l
6

5 D a n is h d ie s e l U L S D

4
(g/kwh)

1 0 ,4 7 0 ,6 5
0 ,3 9 0 ,3 5
0 ,0 9 0 ,1 3
0
NOx CO HC PM

NOx -5% CO -29% HC +13% PM -31%

Diagram 1: Result from the regulated emission test made by DTI.

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Urban Löfvenberg October 25, 2002
Fuel consumption
To generate a general result on fuel consumption for E-diesel in comparison with standard
diesel is difficult. The comparison has to be made on each individual type of engine, and
under consideration of the running cycle for each vehicle. In Table 4, fuel consumption from
the 5-mode cycle test, SEEK calculation and on-road consumption, are compared. The
simulation program SEEK, which has been developed by Danish Technological Institute,
gets information about the speed and altitude each second by means of a GPS (the driving
profile) in order to calculate the engine power and rpm. The program then uses
mathematical equations to calculate the fuel consumption as a function of the power and
the rpm.

Danish Diesel E-diesel Relative

increase
5-mode cycle test 202 g/kWh 206.5 g/kWh 2.2 %
SEEK calculation 31.6 litre/100 km 32.4 litre/100 km 2.5 %
On-road 28.3 litre/100 km 32.9 litre/100 km 16.3 %
Table 4. The fuel consumption measured by three different methods.

Diesel has a heating value of 42.9 MJ/kg and ethanol has a heating value of 26.8 MJ/kg –
this give the E-diesel a heating value of 41.3 MJ/kg or 3.8 % lower than diesel. An increase
in fuel consumption is therefore to be expected.

Technical evaluation
Oil analysis
There was a concern that rubber sealings, especially in the unit-injectors, should be
weakened and fuel should mix with the engine oil. On all the oil analysis taken from the
vehicle driving on e-diesel there was no sign of fuel in the engine-oil.

Scania was concerned about oxidation and precipitation of aluminium, but from the oil
analysis the level was low for both vehicles. Cu, Fe and Pb representing the three metals
used in bearings were also under strict supervision. The oil analysis from the e-diesel truck
was very stable on a low level for the three metals.

Inspection of engine
On this engine type the piston top is made of aluminium, and there was a risk for ethanol
should destroy the piston top to some degree. The inspection showed no sign of unusual
wear on the piston top or on other engine parts. See Appendix 1.
All rubber sealings that had been in contact with e-diesel were inspected. There was no
sign of change in the elasticity, and there was no change of colour. One unit-injector was
completely dismantled to show if there was any unusual wear, but it was not possible to see
any change on the components after about 100,000 km on e-diesel and there was no sign
of wear on the crankshaft bearing.

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Urban Löfvenberg October 25, 2002
Function and driving
Engine power
The immediate comment from the drivers was that they could feel reduction in maximum
engine power. The drop in engine power was estimated to about 10%. Due to the reduced
power it was necessary to shift gear more often.

The engine power was measured for the 5-mode test cycle by DTI. The result shows a
reduction in engine power for e-diesel in mode 6 and 8 by about 7,5% and 5,6%
respectively, see Diagram 2. For mode 1 to 4 the available engine power was the same.

Comparison on engine power

300

250
Engine power (kW)

200

150

100

50

0
1 3 4 6 8
Mode no.
e-diesel Danish Diesel

Diagram 2: Difference in engine power measured by DTI 5-mode test cycle.

Fuel smell
Another unanimous comment was that the smell when re-fueling the vehicle was much less
compared to diesel oil. The drivers also felt that there was a substantial reduction of smell
from the exhaust emissions.

Cold temperature
In respect to start when the engine was cold or warm, the drivers comment that there has
not been any problem during the test. Not even when the temperature was very low, (under
-20°C).

Operating economy
The last comment from the drivers was that the fuel consumption was higher when running
on e-diesel compare to standard diesel.
The e-diesel truck runs totally 124,173 kilometers, consuming 40,886 liter e-diesel. Which is
equal to 3,04 km/liter. According to Johs. Rasmussen the mileage for the standard diesel
reference truck was 3,53 km/liter. The mileage was then 13,9% less running on e-diesel or
the fuel consumption was 16,3% higher.
The comments from the test made by Johs. Rasmussen is summarized in Appendix 2.

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Urban Löfvenberg October 25, 2002
Conclusion
In this project we have shown that lower exhaust emissions could be achieved. Particulate
matter (PM) was reduced by 31%, carbon monoxide (CO) reduced by 29% and nitrogen
oxides (NOx) was reduced by 5%. To further reduce the emissions, particulate traps could
be used. This has not been tested and evaluated yet. Some filter producer think E-diesel
could extend the life time of the filter before it needs to be changed because of less
clogging.

To utilize the reduced emissions from E-diesel, this fuel should be used in cities by captive
fleets, such as city buses, garbage trucks, distribution vans and trucks, taxi cars et cetera.
Those fleets normally have their own refuel tank, which makes the supply and distribution of
E-diesel easy.

A standard heavy-duty diesel engine can run on ethanol-blended diesel without being
modified and there was no sign of wear and tear.

The e-diesel, consisting of 10% anhydrous bioethanol, 88% diesel and 2% solubilizer
additive Beraid® ED10, was easily splash blended and work well as a diesel fuel, both in
respect of driving and handling.

In respect of operating economy, both the increased fuel consumption and reduced engine
power has a negative effect. Concerning environment and health, this kind of fuel seems to
be a strong alternative for the future, especially in respect of the benefit from reduction of
particulate matters.

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Urban Löfvenberg October 25, 2002
 Appendix 1

Pictures taken March 18, 2002 when inspecting the engine.

Piston from the side Top of piston

Engine bearing- no sign of wear Unit-injector

Rubber sealings. No sign of wear Cylinderhead with valves

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Urban Löfvenberg October 25, 2002
 Appendix 1

Cylinderhead with valves. Rubber sealings. No sign of wear.

Unit-injector. No sign of wear

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Urban Löfvenberg October 25, 2002
 Appendix 2

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Urban Löfvenberg October 25, 2002