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Robert Bosch is researching the effects of biodiesel on engine components, according to Marcus Parche (right). Fellow panelist Mike Weinert of John Deere Power Systems noted that using B2 could displace 1 billion gal (3.8 billion L) of foreign oil each year.
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Biodiesel is beginning to make an impact on petroleum usage, and government researchers are focusing on ways to assure continuing advances. But it has still got some challenges to overcome before market acceptance is assured.
A number of fuel providers and equipment manufacturers are already using blended products, which today add small amounts of biodiesel to petroleum products. Proponents contend that even products such as B2, which uses only 2% biofuels, could make a huge dent in oil imports.
"Since 2005, we have shipped our products with B2," said Mike Weinert, Director of John Deere Power Systems. "If B2 was used in all diesel engines, we could displace one billion gallons of foreign oil each year."
The interest is not limited to North America, according to panelists who discussed the topic during the "Renewable Energy—Biofuels" panel at the recent SAE Commercial Vehicle Engineering Congress. European suppliers are already offsetting high oil costs and regional uncertainty by offering biofuel blends.
"Biodiesel production in Europe is only 2 to 4% of diesel needs, and production costs are higher. The market demand is rising, so vehicle and engine manufacturers need to come on line with products," said John Cottrell, CNH Integration Manager at Fiat Powertrain Technology.
There's a concerted effort to help make that happen in the U.S. Various government studies call for replacing 20 to 30% of U.S. petroleum usage with biodiesel and ethanol before 2030. A first step will be to encourage the planting of self-sustainable grasses and other feedstock.
Government researchers are devising ways to make it cost-efficient for processors to handle materials. That will involve standardizing production techniques for different types of feedstock, which include corn, grasses, wood chips, and other materials.
"To get to our 2030 goals, we can't have different plants for each type of incoming feedstock. We have to develop systems so it's easier to handle different types of materials," said Judy K. Partin, Senior Scientist, Materials Characterization Department at the Idaho National Laboratory.
The U.S. government is also providing tax incentives for sustainable fuels. Though that helps spark some investment, researchers note that the past has proven that market forces typically carry more clout.
"The price of oil is the main driver. Government incentives can help, but if the price of oil goes down and stays there, many biofuel programs will probably be abandoned," said Wendy Clark, Fuels Performance Manager at the National Renewable Energy Laboratory.
Though interest is high, there are a number of issues that must be resolved before biodiesel fuels move to higher percentage blends and wider acceptance in the marketplace.
"Impurities like methanol cause problems. Methanol degrades plastics and metals and lowers the flash point. Glycerin needs to be removed or it will plug engines," said Clark.
Others note that biodiesel purchased for field tests has more impurities. "Quality is more variable. The water content is usually higher than with diesel," said Cottrell.
Suppliers must prove to potential customers that they will not have problems with engine reliability. Many companies are analyzing parts to see if they wear out faster with biodiesel.
"The Bosch position is that biodiesel blends are welcome, but the effect on components has to be researched. We're working on ways to test that," said Marcus Parche, Senior Engineering Vice President for Commercial Fuel Injection at Robert Bosch.
Other tests show that blending biodiesel and petrodiesel has minimal impact on mileage and power. "Engine performance is basically stable up to 30% biodiesel, with only 1 to 2% power reduction. When you get to 100%, there's a 4 to 10% power reduction," Cottrell said.
Terry Costlow