While Rudolf Diesel made many accurate predictions in his lifetime, one prophecy that the father of the diesel engine didn’t make was that the heart of the petroleum producing industry would one day become an area of political instability and turmoil. Recent developments in the Middle East have underscored the importance of energy independence, which has helped spur a comeback for vegetable-based fuels. Although these fuels lost the first round to petroleum when it came to the first diesel engines, it appears that they are staging a rally. In the span of just a few years, a small but significant biofuels industry has established itself in this country, and it has come to bear on diesel RVing in the form of biodiesel.

What It Is

“In non-technical terms, biodiesel is a fuel that’s created from vegetable oils or animal fats using a fairly simple chemical reaction,” said Ian Hill, a managing partner of SeQuential Biofuels, an Oregon-based biodiesel distributor. “It can be used in most modern diesel engines without modifications, and it can be blended in any proportion with petroleum diesel.”

Nearly all biodiesel being manufactured today comes from two sources: waste vegetable oil (yellow grease) recycled from restaurants or virgin oil extracted from oilseed crops such as soybean, canola (rapeseed), sunflower, and mustard. Biodiesel refineries take the recycled grease or virgin oil, and then use a catalyst and an alcohol (such as methanol or ethanol) to remove the glycerin, which thins the oil into a liquid with a viscosity very close to petroleum diesel. The result is a clean burning, biodegradable fuel that is less toxic than table salt.

The biodiesel is then transported and sold as B100 (pure biodiesel) or as a fuel blended with petroleum diesel. Common blends are B99 (one percent petroleum), B20 (80 percent petroleum) or B5 (95 percent petroleum).

“One of the great things about biodiesel is its flexibility,” Hill said. “You can fill up your tank with biodiesel, but if you travel somewhere that biodiesel isn’t available and need to fill up, you can put in petroleum diesel. The two can be mixed in any percentage.”

Hill added that SeQuential has been running a Ford truck company vehicle on mostly B99 for over 150,000 miles without fuel system issues.

Biodiesel Boom

Biodiesel’s popularity has erupted in the last five years. “The growth of biodiesel has been phenomenal,” said Jenna Higgins, director of communications for the National Biodiesel Board. “The U.S. produced 75 million gallons in 2005, which tripled over 2004, and it’s expected that we’ll see production hit 150 million gallons in 2006.”

This is still just a drop in the bucket compared to the 60 billion gallons of petroleum diesel consumed annually in the U.S., but the biodiesel industry appears poised to continue a very high rate of growth. While most of the pioneers have started as small, grassroots operations like SeQuential Biofuels (which produces one million gallons a year), there are currently more than 65 biodiesel plants in the U.S., with several facilities now producing 30 million gallons per year, and expansion plans are underway in all areas of the country. A plant is being constructed near Claypool, Indiana that is touted to become the world’s largest, producing 80 million gallons a year, and a North Dakota-based venture funded by agriculture giant Archer Daniels Midland Co. is in place to construct a plant that produces 50 million gallons per year.

“This (2006) is the year that biodiesel has arrived,” Higgins said. “Every day it seems that energy is in the news and everybody is talking about the price of fuel and the reasons behind that.”

Even celebrities are getting into the biodiesel game. Country music icon Willie Nelson has partnered with Earth Biofuels Inc. to market and sell the “BioWillie” brand of biodiesel in several states. Actor Morgan Freeman is a major shareholder and actress Julia Roberts is a boardmember and spokesperson.

Biodiesel and RV Owners

With biodiesel in the limelight, the supply ramping up and the price of petroleum diesel rising, it has clearly come to bear on the diesel RV market. The current national average of petroleum diesel showed $3.06 a gallon, very close to the national average of B20 at $3.15, and not far from B100 at $3.45 a gallon. It appears likely that biodiesel could soon become the consistently cheaper option of the two.

“Biodiesel has a lot of potential in the RV market. RVs use a lot of fuel and are not known to be particularly environmentally friendly, so biodiesel is a great way to give something back to the environment,” Higgins said. “It also helps strengthen the American economy. It works with what they have, and they shouldn’t really need to make any changes.”

RVers have shown interest, but are understandably cautious. Gene Howe, a 2003 coach owner, is a prime example. As the owner of Sports Turf Northwest near Seattle, Howe decided to explore the idea of running biodiesel in his farm equipment. “The prices of petroleum up here had surpassed the price of biodiesel,” he said. “But it’s not just the price, it’s the idea. I am very pro-farmer because I am one, and this is a good thing for farmers in eastern Washington. I started buying it for my Dodge pickup with a Cummins engine. I put in 10 gallons of B99, and saw no difference. Then I filled up a half tank, and saw no difference. I’ve been doing that for six months, I’ve had no problems whatsoever, and I’m towing a good 10,000 pounds most of the time.”

Still, when it comes to the motorhome, Howe said he’s looking for more guidance from engine makers before he decides to start running biodiesel. “I don’t think I’ll run it in the motorhome until I talk to Cummins,” he said. “If Cummins says, ‘if you think it’s a good product, put it in,’ I’ll flat out do it.”

“Probably our first recommendation for RVers would be to run B20 or lower because that is what most automakers are comfortable with,” Higgins said. “It’s also better in cold weather. It’s a good way to get a lot of bang for your buck. The cost differential isn’t as much as it can be when you go to higher blends. There are some B100 pumps around the country, so it can be done, but right now we’re working on full support of B20.”

What About Warranties?

The response to biodiesel by OEMs (Original Engine Manufacturers) has been tentative and varied. Initially, Cummins and other manufacturers came out with official statements saying that they neither approved nor disapproved of the use of biodiesel. However, those statements went on to caution against using high blends of biodiesel, pointing out that higher blends have long-term storage and cold weather complications.

For RVers interested in running biodiesel, the most recent OEM recommendations stand like this: Cummins suggests a blend no higher than B5, although representatives say they’re evaluating the move to B20 for 2007. The Onan Corporation endorses a blend no higher than B5 in all generators. Detroit Diesel offers the same guidance of B5. Caterpillar has embraced biodiesel more strongly than most other engine makers, endorsing biodiesel blends up to 30 percent, which would include B20.

As far as warranties go, no engine manufacturer will warranty parts or service that are a result of a problem with the fuel, whether it’s petrodiesel or biodiesel. So if an RVer has an engine problem that is a result of the fuel, there would be no warranty coverage. At the same time, SeQuential’s Ian Hill points out that the federal law known as the Magnuson Moss Act mandates that any parts and workmanship issues that are independent of the fuel system are the responsibility of the OEM.

However, engine makers have the power to decide what types of fuel will void their workmanship and materials warranty, and the issue could get cloudy if disputes arise over whether an engine problem is due to original materials and workmanship or fuel.

“OEMs shouldn’t be in the position to advocate any type of fuel over another,” Hill said. “They simply set the parameters for what the acceptable fuel requirements are for their engines. It seems clear, but when it comes into practice, it is anything but clear. The OEMs are heavily regulated by the government in terms of emissions, and they do have legitimate concerns. We can understand that.”

“Caterpillar does see biodiesel and other biofuels in a positive light,” said Kris Stearns, senior associate engineer at Caterpillar. “We are actively researching them. I think that we’re definitely going to see biodiesel as a bigger player than it has been, especially with the way the legislation has been going.”

Stearns admitted that regulation and standards are among the concerns that diesel engine makers have about biodiesel. “As long as the biodiesel is of good stock and it meets the ASTM specification that is stated by the manufacturer, we don’t see a problem with it,” he said.

The current standard that most OEMs endorse is ASTM D6751. The ASTM (American Society for Testing and Materials) sets standard parameters for common products, and the biodiesel standard includes flash point, water and sediment content, viscosity and sulfur, among others. Higgins said that the NBB maintains a list of commercial biodiesel retailers (www.nbb.org) and that reputable biodiesel fueling stations should stand behind their product if fuel problems occur. “There is also a cooperative testing program called BQ-9000 that offers to certify [biodiesel] producers, providing them with a proven stamp of quality,” she said. “So there are avenues to boost consumer confidence.”

“The warranty that we guarantee at SeQuential Biofuels is that our fuel meets the ASTM standard,” Hill said. “If it doesn’t, it’s our fault and we will stand behind that warranty. I can’t speak for other companies, but I’d suggest that consumers ask the specific biodiesel retailer about the warranties if they’re concerned.”

Storage and Cold Weather Recommendations

The other concerns that OEMs have about higher blends of biodiesel include storage and cold weather performance. “We have seen issues with long-term storage, and that could be an issue for RVers,” said Tim Kelly, a spokesman for Cummins Northwest. “I have yet to see a well-researched shelf life.”

The NBB agrees that blends of B20 or higher should not be stored by consumers for more than three months, and recommends that B20 users flush their tanks with petrodiesel prior to storage.

The same type of advice goes for cold weather operation. “B99 has a cloud point of 34 degrees Fahrenheit, so below that, you’ll want to run B20,” Hill said. “B20 is good to zero degrees Fahrenheit. Below that, you should use B5.”

In addition, Hill suggested that winter users should make sure that biodiesel is blended with winterized petroleum diesel or Kerosene. There are currently no fuel conditioners on the market that his company would recommend. “A lot of diesel engines already have plug-in heaters to heat the tank,” Hill said. “And that equipment will work for biodiesel as well.”

Filters, Hoses and Water

For older engines that have been running on petroleum diesel, a switch to biodiesel could clean off deposits from inside the fuel system and send them into fuel filter, resulting in the need for replacement.

Caterpillar recommends that owners intent on running higher blends of biodiesel discuss it with their local engine dealers, make sure they stick to filter change intervals and carry extra fuel filters.

Kelly said Cummins has similar recommendations. “I haven’t seen any massive fuel systems problems from [running higher blends of biodiesel],” he said. “The worst we’ve seen is some shellacking in the fuel lines and an increased frequency of filter change. But with RVers, their filter failure doesn’t always occur in the best areas.”

Because water is more prevalent in biodiesel, it is more apt to fall prey to microbial growth, especially if it has been stored for a long period of time, or if care hasn’t been taken to keep fuel tanks free from water. It is suggested that biodiesel users regularly monitor water content of fuel and prevent condensation by keeping fuel tanks as full as possible when not in continuous use.

For older engines running biodiesel, especially those older than 1993, it is also suggested that rubber hoses and seals may need to be replaced with synthetic hoses and seals, such as Viton brand or similar.

Emissions and Fuel Mileage

Some OEMs have brought up two questions about biodiesel that have to do with emissions and gas mileage and how they interrelate. Biodiesel proponents say emission reductions are a major reason to run the fuel, and point to EPA studies and a fully completed health effects testing requirements of the Clean Air Act.

According to EPA studies, when compared to petroleum diesel, B100 reduces particulate matter (respiratory risk) and carbon monoxide (poisonous gas) by 48 percent, carbon dioxide emissions (greenhouse gas) by 78 percent, and reduces unburned hydrocarbons (smog) by 67 percent. It increases nitrogen oxides emissions (ozone forming agent) by 10–30 percent. The study found that B20 reduces particulate matter by 16–33 percent, carbon monoxide by 11–25 percent, and unburned hydrocarbons by 19–32 percent. It increases nitrogen oxides by two to four percent.

Kelly said that these studies may not take into account the fact that biodiesel has a slightly lower energy content than petroleum diesel (five to seven percent less), which would slightly reduce fuel mileage.

“Because the overall energy content is slightly less than petroleum diesel, you have to burn more fuel to get the same result, which also means more emissions,” he said. “I’m not sure if the studies adjusted for that, or if they’re comparing emissions from one gallon of biodiesel with one gallon of petroleum.”

Hill said that more emissions testing is likely, but that simply using the human senses counts for something too. “If you stand behind the exhaust pipe of a vehicle burning B100 and compare it with standing behind the exhaust pipe of a vehicle burning straight petrodiesel, I guarantee you’ll come away feeling that B100 is the healthier alternative.”

Another concern for OEMs is the increase in nitrogen oxides emissions. In order to meet stringent EPA regulations in 2007, all diesel engine makers are required to produce engines that cut particulate emissions with petroleum diesel by 90 percent. The same percentage of nitrogen oxides emissions will be required by 2010.

Because emissions are dependent on the specific type of biodiesel used, it is unclear whether the 2007/2010 engines running on biodiesel will meet the requirements for nitrogen oxides, although biodiesel advocates say there is technology available to reduce these emissions even further. For OEMs, however, this would mean additional investments. “

The EPA emissions requirements have been more of a focal point than using alternative fuel,” Kelly said. “The investment to achieve this big reduction in emissions is such that biodiesel has not been a part of the recipe.”

Stearns agreed, but said that biodiesel is clearly an ingredient that isn’t going away. “I think that everybody has probably seen the writing on the wall that alternative fuels are desired,” he said.

While it’s yet to be determined whether biodiesel becomes a part of the recipe in the formulation of the diesel engine, it would certainly be an interesting issue to put to the engine’s founding father. Of course, it’s impossible to know what Rudolf Diesel would say, but given his predictions over 100 years ago, he would probably tell us that as long as people dream of a country completely independent of foreign fuel with a revitalized farm economy and less polluted cities, there will likely be strong interest in renewable resources like biodiesel.