Encouraging the use of sustainable biofuels in competition has been one of the objectives of EEMS since 2004. When sustainably produced and efficiently used, biofuels can have a positive effect on carbon dioxide emissions. The UK has led the world in defining standards of carbon and sustainability criteria, and with the increasing focus on energy efficient technologies, UK motorsport can demonstrate its credentials as a highly skilled technology resource and as a testbed for research and development by trialling alternative energy sources in competition, leading the way for other industries.

Biodiesel has been demonstrated on the track in 2007 in two projects by EEMS Campaign Partners. Team AFM switched to a blend of 10% biodiesel in their 2-litre Series-1 BMW, the first diesel car in the British Touring Car Championship, and will continue development in 2008 with increasing biodiesel content.

Jenkins Motorsport introduced biodiesel in its 5.5 tonne SISU 250SL racing truck reaching a 50% blend during the 2007 season with considerable success on track. Engine development and testing showed that emissions and particulates were reduced. The engine development for biodiesel use led to the virtual elimination of black smoke on the track and also the reduction of noise by three to four decibels. Two Jenkins racing trucks will be running on biodiesel in 2008, which includes rounds of the European Truck Racing championship.

The Australian Biodiesel Super Trucks Series started in 2007 on B100, 100% biodiesel. In the Le Mans 24 Hour race, Audi’s winning diesel R10 moves in 2008 to a BTL fuel (biomass-to-liquid) produced from waste such as straw, wood and compost, while the Lola B2K will run B50 in its V10 WV Touareg engine for the gruelling 200mph-plus race.

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Biodiesel is a hydrocarbon fuel made from vegetable oils or animal fats. Pure biodiesel is a renewable fuel that contains no petroleum, but it can be blended at any level with petroleum diesel to create a biodiesel blend (example B20 = 20% bio, 80% fossil fuel).

Biodiesel is produced through a chemical process known as transesterification. Vegetable oils or animal fats (tallow) are combined with alcohol (ethanol or methanol) and a catalyst to separate glycerol from the oil to form ethyl or methyl esters. Commonly recognised examples of this process are RME (Rapeseed Methyl Esters) biodiesel produced from rapeseed oils and FAME (Fatty Acid Methyl Esters). The biodiesel most commonly produced in the UK is made from rapeseed and used cooking oils.

Biodiesel is also produced from other types of oils including soya oil, palm oil, jatropha and olive oil. Biodiesel can be used neat (B100) with the appropriate modifications or it can be blended in different proportions for running in different diesel engines. In future biodiesel may be produced by processing the oils and fats through adapted oil refineries using a hydrogenation process. This will allow higher percentages of biodiesel to be used without vehicle modification.

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Biodiesel that is sustainably sourced and produced and used correctly may have less environmental impact than standard diesel as it is produced from renewable resources and has lower emissions.

Unlike fossil fuels which release fossil carbon in the form of C02, biofuels release C02 which has been absorbed from the atmosphere by their plant raw materials as they grow, creating a closed loop carbon cycle.

The UK has been at the forefront of developing safeguards to ensure that only sustainable biofuels are supported, and the EU is now adopting similar procedures.

The Renewable Fuels Agency, set up by the Department of Transport, is responsible for monitoring biofuels in the UK and has been asked by Government to review the wider environmental and economic impacts of growing biofuels.

Fuel suppliers have been given a detailed methodology for calculating the carbon savings of a variety of biofuels.

See more information about biofuels at:
www.dta.gov.uk/rfa
www.lowcvp.org.uk
www.biofuelsday.co.uk
www.dft.gov.uk/pgr/roads/environment/rtfo

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All road and off-road fuels including biodiesel are subject to strict quality controls which are vital to maintain production standards and to provide authorities with the ability to assess safety risks and environmental pollution. In motorsport, these standards also ensure equal competitiveness and regulatory compliance between vehicles and racing circuits.

Many people will have formed an impression of biodiesel as the sensationalised ‘fuel made from chip fat’. Whilst it is possible to produce biodiesel from used chip fat, this is commonly done on a DIY level to no particular standard. Chip fat has been used many times, it is too acidic and can produce more harmful emissions than fossil diesel. Problems with the supply of good quality feed stock (the base oil used in production) and a lack of continuous specification make this type of biodiesel unsuitable for use as a fuel in motorsport.

However, used cooking oils (UCO) from the food industry that have been used once and then reprocessed industrially to meet fuel standards can provide the consistency and quality for motorsport use.

Pure Biodiesel (referred to as B100) is manufactured to the European Standard EN14214. Introduced in 2004, the standard consists of 25 separate test procedures including ester content, acid levels and suitability for use with different engine components and materials. Biodiesel used in motorsport will need to conform to this standard. Biodiesel sold on UK forecourts is usually a B5 blend of 5% biodiesel and 95% mineral diesel and requires no engine modification. The B5 blend is permitted under the mineral diesel specification EN590 throughout Europe and is the grade most readily available in the UK today, particularly in the retail network.

When purchasing a biodiesel blend from a retail forecourt, the quality of the fuel will have been verified before delivery to the site. This is best practice with no difference between the high street names.

When purchasing biodiesel neat as B100 or as a high blend product from a biodiesel supplier, always insist on EN14214 quality and ask to see a dated certificate for the fuel you are buying. A reputable supplier will also be able to tell you what feedstock the biodiesel has been produced from.

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Biodiesel is a renewable fuel that can greatly reduce the exhaust emissions, carbon monoxide, particulate matter, unburnt hydrocarbons and the aromatics normally associated with diesel.

Certain biodiesels contain higher levels of oxygen, which can help the fuel to burn more completely during the combustion process. There may be a slight increase in NOx emissions but this is dependent on the engine type, its operating environment and the type of biodiesel used. Tests have shown that under certain conditions and with the correct engine modifications NOx emissions can actually show a small improvement over standard diesel fuel. The elimination of black smoke and acrid smell can be a real benefit to motorsport.

Biodiesel has a higher cetane rating than standard diesel, improving ignition and combustion characteristics, resulting in a smoother, quieter-running engine with less of the typical ‘knocking’ sound of a diesel engine.

Biodiesel has superior lubrication properties to standard diesel fuel improving lubricity and reducing wear and tear in diesel engines. Biodiesel is simple to use, biodegradable, and naturally free of sulphur. B100 Biodiesel is non-toxic and benefits from a higher flashpoint than mineral diesel making it safer to use in sensitive areas.

It is also biodegradable in water taking less than 28 days to fully degrade.

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Biodiesel can be produced from many different oils and all to the European Standard EN14214. However the different feedstock used to produce biodiesel can have characteristics that are not normally noticed when blended at the commonly found B5 blend but will have an effect when using them in motorsport.

* CFPP: Cold Filter Plugging Point the temperature at which the fuel turns from a liquid to a gel.

** Cetane Number: the measure of ignition quality. Higher cetane numbers produce the best and most complete combustion. Fuels with low cetane numbers show an increase in emissions due to incomplete combustion.

High cetane biodiesel is typically thicker and more viscous than low cetane biodiesels and as such is best suited to different applications and engines.

Biodiesel has a lower calorific value than standard diesel 37MJ/kg compared with 43 MJ/kg for normal diesel resulting in higher fuel consumption. However improved ignition properties and higher oxygen content may provide performance improvements in other areas.

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As demand for biofuels increases, biodiesel produced from tallow, palm oil and rapeseed is becoming more popular.

The vast majority of diesel engines found on the track or in rally cars will have a common rail fuelling system with an engine capacity of between 1400cc and 4000cc.

Designed to run at high engine speed with very high fuel pressures and tolerances, these engines will perform best on lower cetane rated biodiesel with low viscosity such as used cooking oils and jatropha based fuels.

The diesel engines found in modern racing trucks are usually between 9.7 litres and 13 litres with common rail fuelling systems.

The increased size and weight of the engines result in much lower engine speed and higher fuel throughput through larger injectors and pipe work. This type of engine produces more power with high viscosity high cetane fuels such as tallow and rapeseed based fuels.

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All diesel engined vehicles will run on biodiesel, some better than others, but all will require some form of modification to extract the best performance. The size of the engine, type of fuelling system and the racing application will also play a part in determining the best level of power from your vehicle.

10 point checklist for using biodiesel:

1. Most manufacturers have approved their engines to operate on the EN590 standard to include B5 biodiesel blend.

   However, the approvals may only apply to vehicles of a certain age, engine type or chassis number, so it is important to check with your vehicle manufacturer to ensure the engine type has been approved to run on higher blends of biodiesel.

2. Vehicles produced before 2003 may not be suitable for use with biodiesel as the fuelling systems may contain incompatible polymers and rubbers found in hoses and gaskets. When used with biodiesel, materials such as polypropylene, nitrile rubber, fluorosilicon, polyvinyl and Tygon may soften, swell and degrade over time.

   The sediment formation resulting from the breakdown of these materials may lead to blocked filters, damaged fuel pumps and glazed cylinder bores.

3. As a result of the increased popularity of biodiesel, most vehicles made after 2003 are built with compatible materials in the engine and fuelling systems.

   Seals, gaskets and hoses produced from materials such as Viton GFLT, Viton A401-C Teflon, fluorinated rubber and Nylon 66 are resistant to the effects of biodiesel and are standard fittings in many modern vehicles.

4. Biodiesel is a mild solvent. It will loosen and dissolve any accumulated sediment left by mineral diesel in fuel tanks, fuel lines and fuel systems. Fuel filters are likely to block with these sediment deposits. The extent of sediment build up will depend on the age and condition of the vehicle and fuel tank.

5. Ensure the vehicle fuel tank is clean and free from sediment, loose rust particles, water and old fuel. Replace the fuel cap gasket with a new one made from a suitable material and reroute the tank breather pipe to the rear of the vehicle away from the ground to avoid unnecessary contact with water.

6. Replace the fuel filter with a high flow 30 micron filter with combined water trap. It is advisable to change the filter more frequently until all of the sediment, paint overspray, grease, adhesive and dirt disturbed by the biodiesel is out of the system.

7. When using high blends of biodiesel, engine oil should be changed more often. During the combustion process, all diesel engines lose some fuel between the piston and the cylinder walls which finds its way into the engine’s lubricating oil.

   Under normal circumstances the residual diesel evaporates from the engine when the oil gets hot and is vaporised through the breather pipes on the engine. Biodiesel has a much higher boiling point than normal diesel and so does not vaporise in the same way.

   The retained levels of biodiesel content cause oil dilution, evidenced in higher oil levels compared to standard diesel. Oil samples should be tested by an oil testing laboratory to determine oil degradation and biodiesel dilution.

8. Some engine management systems will require modification to enable the engine to operate on high blends of biodiesel as the parameters set by the manufacturer may be for standard diesel use only. Seek advice from your engine manufacturer or engine builder on upgrades or retuning.

9. Adverse temperatures will affect the performance of biodiesel. If it is too cold, the fuel may gel resulting in poor performance and increased smoke; if it is too hot, the fuel may produce micro bacterial growth leading to blocked filters or fuel lines.

10. Do not allow biodiesel to come in contact with footwear as the improved lubricity of biodiesel makes it very slippery under foot when operating the foot controls.

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Biodiesel is a biodegradable material with a shelf life of six months that can age at a faster rate than standard diesel. The correct handling and storage procedures will ensure that the fuel retains its improved combustion qualities during this period.

Biodiesel is hygroscopic, drawing moisture from the surrounding atmosphere. It is also affected by oxygenation, direct sunlight and temperature. Biodiesel is best stored in a clean metal container with an air tight lid or screw on cap and stored in a dry place above 15oC.

After using blends of over 5% biodiesel during the racing season, it would be advisable to drain the fuel tank and fuel lines and run the engine on normal diesel before garaging the vehicle for any extended period. If the storage temperature falls below 5oC biodiesel is likely to become increasingly viscous with reduced flow rate qualities. This may cause problems with cold starting and increased stress to the fuel system and injectors. During cold spells (below the CFPP point) biodiesel may turn to gel, microscopic crystals will form in the fuel causing the fuel to appear cloudy.

These crystals will not clear properly until the entire fuel temperature has reached 20°C, blocking filters and injectors. If this occurs, do not apply localised heat but instead raise the entire temperature of the storage area by using a room or space heater.

Biodiesel is non toxic and biodegradable, however it does contain small quantities of naturally forming bacteria and microorganisms. Suitable gloves should be worn at all times to ensure contamination does not occur as direct contact with biodiesel may further aggravate cuts or skin conditions.

Biodiesel has a higher flash point than normal diesel but is still a flammable liquid than can pose a risk if adequate precautions are not taken. When using or storing biodiesel the introduction of fire extinguishers, fire blankets and fire fighting and evacuation instructions for you and your team members are essential.

Never store more than 25 litres of fuel in a garage or workshop. If you do wish to store higher quantities of biodiesel you must notify your environmental office, seek advice from your local Fire Brigade and ensure the premises are equipped will a suitable double skinned storage tank to the Environmental Agency’s PPG2 regulations.

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Prepared with assistance from Fleetsolve Ltd

© EEMS Energy Efficient Motorsport
Momenta, Didcot, OX11 0QJ
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Web: eemsonline.co.uk
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