Biodiesel Technical Training Course BIO 3.0 Biodiesel Engine Performance and Vehicle Maintenance

Provide comprehensive training seminar about biodiesel engine and emissions research, especially with newer PM traps and NOx aftertreatment Provide technical instruction on biodiesel’s impact towards engine performance and vehicle maintenance Provide access to industry experts for more detailed questions and answers about biodiesel Introduce the National Biodiesel Board’s Diesel Technician Training program and the program resources to the audience Learning Objectives

Be able to answer general questions about biodiesel that you may be asked as a technician Be able to explain biodiesel impact on PM traps and NOx aftertreatment Be able to properly diagnose and make recommendations regarding biodiesel use and vehicle maintenance Learning Outcomes

Ford F-250 Super Duty Sets Two Land Speed Records 4 Biodiesel Land Speed Record Video

Key Resources

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 (1.9 to 6.0) Cloud Point = Current biodiesel higher than #2 Lubricity = Naturally high in lubricity, typical values less than 300 Sulfur = Naturally less than 15 ppm Cleanliness = ASTM specs same as petrodiesel Stability = Spec set for 6 month minimum shelf life Emissions significantly less for PM, HC, CO

Long Term Durability Information 7

Cummins B20 Durability Study 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 Accelerated, high-load durability cycle Lube oil samples analyzed Engine emissions testedEngine lube oil checked Engine emissions tested Full load engine performance verified Cummins prototype 2007 ISL, Six cylinder 8.9 liter Rated power of 330 BHP, Peak torque of 1150 ftlb at 1300 rpm Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF) Variable geometry turbocharger, Exhaust gas recirculation (EGR) with cooler, Cummins fuel injection system

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 slightly 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 Intake ValvesExhaust Valves Results are typical for this type of test with #2D diesel fuel Overhead Components

Power Cylinder Components ComponentComments PistonNormal light wear and deposits. Cylinder LinersNormal light wear. Top ringsNormal uniform face wear. Top and bottom side look typical. Middle ringsNormal face wear. Top and bottom sides OK, and light carboning. Oil ringsLooked good. Very little wear. 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

Aftertreatment Components ComponentComments 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. GasketsLooked good.

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

Fuel System Components Rail and fuel linesRail – 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. InjectorsInjector performance test and photos indicate that the injectors were consistent with injectors that ran with #2D diesel fuel. Soft LinesNo 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. OverallThere were no signs of severe or aggressive corrosion pitting damage on any of the surfaces.

Cummins Durability 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.

Maintenance and Servicing 16

Using Over B20 o Material compatibility is key for blends above B20 o Repair Fuel leaks to prevent impact to other systems From the fuel sending unit in tank to injectors Primary & secondary fuel filters Fuel lines (sending & return) High pressure or low pressure injectors O-rings Transfer & injection pumps Biodiesel only contacts the fuel system so use should not affect bearings, turbo, oil/water pumps, and other wear-related parts.

Service Intervals with Biodiesel Follow OEM Service Intervals with B20 and lower blends Cummins and John Deere: “ half the standard interval for the next two fuel filter changes … Afterwards, revert to the intervals specified in O & M manual. ” Refer to OEM recommendations

B20 User Troubleshooting & Maintenance Checklist ASTM Specs – Make sure your supplier provides ASTM quality Microbial Growth – Eliminate free water in fuel storage Black Fuel Filters – Hot fuel return to fuel tank, happens with diesel or B20 with some HPCR Waxy, clogged fuel filters: Raw vegetable oil or off spec Inappropriate fuel cold flow properties of finished blend: Contact your supplier—they should provide appropriate finished blends Store Fuel in Clean, Dry Dark Environment Monitor hoses, fill/vapor caps, gaskets for leaks w/ blends over B20 Work with your supplier or consider monitoring program or stability additives if storing fuel longer than 6 month. Conduct normal filter maintenance Be aware of cleaning effect, 2% of the time filters may need to be changed when first switching to B20 until system is cleaned of previous diesel sediments and deposits

Emissions Data on New Aftertreatment AARON WILLIAMS, AN ENGINEER WITH THE NATIONAL RENEWABLE ENERGY LABORATORY, TESTS A UREA SCR SYSTEM. PHOTO: NREL 20

Biodiesel’s Lower Emissions 2002: EPA, A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions- suggested slight NO x increase with B20 using EPA diesel, heavily weighed on unmodified bus engines ◦Most early testing was on buses, a lead B20 market in the 1990’s ◦Substantial decrease in all other emissions 2006: NREL, Effects of Biodiesel Blends on Vehicle Emissions: B20 has no statistically significant net impact on NO x emissions using EPA 49 state petrodiesel ◦Removal of 1992 bus engines which were no longer in service 2002 EPA B20 Evaluation with EPA 49 state petrodiesel U.S. biodiesel reduces lifecycle carbon emissions by over 50% compared to petrodiesel, qualifying it as an Advanced Biofuel under RFS-2 and making it the best carbon reduction tool of any liquid fuel commercially available.

Changing Diesel Fuel & Emissions 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 (not preferred) Selective catalytic reduction (SCR)--preferred Diesel Exhaust Fluid (DEF) needed for SCR operation

Average NOx Emissions: Various Cycles 23 This chart is a rough summary of NOx emissions levels over various emissions cycles completed by NREL on buses using a chassis dynamometer from SAE paper It shows the dramatically lower overall NOx levels as engine technology improves.

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

DPF: Balance Point Temp - Regeneration Rate Resu Superb Results lts BPT ULSD360ºC B20320ºC B100250ºC BPT is 40ºC lower for B20 Soot is more easily burned off of filter B20: lower temperature duty cycle is OK Regeneration rate increases with increasing biodiesel content Even at 5%, biodiesel PM measurably oxidizes more quickly

DPF Regeneration

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

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

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

EPA Chassis Dynamometer NOx Adsorber Catalyst (NAC) B20 ULSD

Experimental: SCR Urea Injection Diesel Particulate Filter DOC Selective Catalytic Reduction NH3 Slip Cat Diesel Particulate Filter  JM CCRT (12 Liters)  Passively Regenerated  Pre Catalyst for NO 2 Production 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 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 Diesel Engine  2002 Cummins ISB (300 hp)  2004 Emissions Cert  Cooled EGR, VGT, HPCR

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

SAE Figure 10 - NOx emissions from a 2010 transit bus..

SAE Figure 11 - NOx emissions from a 2011 transit bus.

Lubrication Oil and B20 All older and newer DPF equipped engines: ◦Change oil as recommended by Engine manufacturer ◦Use OEM recommended engine oil with correct API, CI rating ◦Regular oil analysis maintenance program ◦Look for any other special recommendations by the OEM DPF equipped passenger car engines with in-cylinder post injection for DPF regeneration, primarily ◦Possible for slightly more B20 to reach cylinder wall where fuel can be pulled into the crankcase by the normal scraping action of the piston's oil control rings. ◦Due to high boiling point of biodiesel, the fuel that reaches the crankcase is slower to vaporize and remove itself from the engine oil pan ◦Inspect dipstick for biodiesel smell or increasing oil levels ◦Change oil if the level is increasing

B20 and After-Treatment Systems  Biodiesel is compatible with Diesel Particulate Filters and NOx SCR systems, and has some distinct advantages:  Less engine out particulate matter  Particulate burns off faster and at lower temperatures  May provide better performance and decreased maintenance vs. ULSD alone  May make some systems passive vs. active  Potential increase in fuel economy  For active regeneration, mode of fuel delivery to trap is important  i.e. in-cylinder vs. exhaust stream  Most US heavy duty applications use exhaust stream fuel injection which is compatible with B20, perhaps higher blends  Some light duty foreign OEMs recommend max B5 at present, but NBB is working with them to get them to B20.  Same 90% + reduction in NOx using NOx SCR after-treatment 36

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 ◦Research indicates less problems with after-treatment ◦Filter related issues may be related to cleaning effect upon first use, or are likely normal diesel issues or out of spec or imposter biodiesel ◦Less black smoke from exhaust!

Biodiesel Resources  Biodiesel Training Toolkit News Releases & Information Resources Technical Library, Spec Sheets & Videos OEM Warranty Positions on Biodiesel U.S. Diesel Vehicle List  Listing of BQ-9000 Certified Companies  Listing of BioTrucker retail sites 38