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Tel: 312/827-8700
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May 31, 2006

Test Specifications for Biodiesel Fuel

These specifications for biodiesel were developed by EMA to identify a standard
biodiesel blend fuel with consistent properties suitable to be used for testing and evaluation. The
development and release of the specification does not imply or constitute any endorsement for
use of B20 blends by EMA or its member companies. The specification is not an approved
national fuel standard, and it should not be used as such. There are no quality or approval claims
associated with any biodiesel blend fuel, including those that meet the test specification
requirements identified by EMA.
In order to design and maintain their engines properly, EMA members and their
customers require fuels having consistent properties. Thus, it is critical that fuel derived from a
blend of petroleum diesel and biodiesel meet certain defined specifications when it is dispensed
at the pump. In addition, such fuels should be monitored for changes in acid level, formation of
solids, and microbial growth so that the extent, if any, to which the fuel blend has degraded
during storage can be determined.
Engine manufacturers have limited data regarding the use of biodiesel with current
engine technologies. Therefore, for the sole purpose of evaluating the performance of biodiesel
fuels in compression ignition engines, EMA and its members have established specifications for
the development of biodiesel blends, of up to 20% by volume (B20), which are made with
biodiesel meeting either ASTM D6751 or EN 14214, and which also meet the requirements in
Table 1 below. Fuel users are encouraged to require that biodiesel be obtained from sources
known to produce quality fuels that meet those specifications. Petroleum diesel utilized in these
biodiesel blends is generally expected to meet ASTM D975 standards. There may be exceptions,
however, for sulfur and lubricity; provided those characteristics meet the specifications in the
finished blend.

EMA European Office, C.P. 65, CH-1231 Conches, Switzerland

Telephone : +41 22 784 3357 Facsimile +41 22 784 3349
EMA is a Non Governmental Organization in Special Consultative Status with the Economic and Social Council of the United Nations

www.enginemanufacturers.org

Two North LaSalle Street

Suite 2200
Chicago, Illinois 60602
Tel: 312/827-8700
Fax: 312/827-8737

Test Specifications for Biodiesel Fuel

A blend of petroleum diesel fuel meeting ASTM D975 and 100%(neat) biodiesel fuel meeting
either ASTM 6751 or EN 14214, where the biodiesel content of the blended fuel is no more than
20% biodiesel by volume (B20), shall meet the requirements identified in Table 1 at the point of
delivery of the fuel to the end user.

Table 1

Final Blend Fuel Requirements (at point of delivery)

Item Performance Characteristics

1
2
3
4
5
6

Flash Point, C, min.

Water and sediment, vol %, max.
Physical Distillation, T90, C, max.
Kinematic Viscosity, cSt@40C
Ash, mass%, max.
Sulfur, wt%, max.

7
8
9
10

Copper strip corrosion rating, max.

Cetane Number, min.
Cloud point 1
Ramsbottom carbon residue on 10%
distillation residue, wt%, max.
Lubricity, HFRR@60C, micron, max.
Acid number, mg KOH/g, max.
Phosphorus, wt%, max.
Total Glycerin
Alkali metals (Na+K),ppm, max.
Alkaline metals (Mg+Ca), ppm max.
Blend fraction, vol. %2
Thermo-oxidative Stability,
insolubles, mg/100 mL, max.
Oxidation Stability, Induction time,
hours, minimum

11
12
13
14
15
16
17
18
19

2
3

Requirements

Test Procedure

D1 Blends
38
0.05
343
1.3~ 4.1
0.01
Per
regulation
No. 3
43
Per footnote
0.15

D2 Blends
52
0.05
343
1.9~4.1
0.01
Per
regulation
No. 3
43
Per footnote
0.35

460
0.3
0.001
-----Nd
Nd
+/- 2%
10

460
0.3
0.001
----Nd
Nd
+/- 2%
10

ASTM D 6079
ASTM D664
ASTM D4951
N/A
EN14108
EN14108
EN14078
Modified ASTM D22743

EN14112 (Rancimat)

ASTM D93
ASTM D2709 or D1796
ASTM D86
ASTM D445
ASTM D482

ASTM D130
ASTM D613
ASTM D2500
ASTM D524

The maximum cloud point temperature shall be equal to or lower than the tenth percentile minimum
ambient temperature in the geographical area and seasonal timeframe as defined by ASTM D975.
Blend fraction refers to the variation in volume percent of B100 in diesel fuel claimed
Use glass fiber filter

May 31, 2006

Technical Justifications
D1 and D2 Blends Both Number 1 and Number 2 petroleum diesel fuel (D1 and D2) may
be blended with biodiesel for a variety of reasons, including the need for lower temperature
operation. D1 and D2 may be blended with biodiesel independently or by using a previously
blended D1/D2 petroleum fuel blend.
Flash Point The flash point temperature is the minimum temperature at which the fuel will
ignite (flash) on application of an ignition source under specified conditions. Flash point varies
inversely with the fuels volatility. Flash point minimum temperatures are required for proper
safety and handling of fuels. Note that the biodiesel component must meet a flash point criteria,
prior to blending, for the purpose of assuring that the biodiesel component does not contain
methanol. It is not possible, however, to rely on the flash point of the blend for the same purpose
inasmuch as the flash point of the petroleum component is much lower.
Water and Sediment Fuel should be clear in appearance and free of water and sediment. The
presence of these materials generally indicates poor fuel handling practices. Water and sediment
can shorten filter life or plug fuel filters, which can lead to engine fuel starvation. In addition,
water can promote fuel corrosion and microbial growth. The level of water specified is within
the solubility level of water in fuel and, as such, does not represent free water. Limits are
established to allow measured results to be compared to a maximum level acceptable for proper
engine operation.
Physical Distillation Distillation provides a measure of the temperature range over which a
fuel volatizes or turns to a vapor. D1 typically has a greater volatility than D2; however, the
inclusion of biodiesel at B20 blend levels results in comparable T90 temperature characteristics.
Volatility directly affects the engines ability to operate as intended. Biodiesel does not have a
traditional petroleum distillation characteristic; however, the addition of biodiesel to petroleum
diesel in a blend can result in an increase in T90 distillation temperature. Higher volatility, as
represented by a lower T90 temperature, generally provides better engine performance, while
lower volatility generally provides better fuel economy. The T90 temperature specified has been
evaluated for engine performance with biodiesel blends, up to B20, where the petroleum diesel
fuel utilized in the blend met the requirements of ASTM D975.
Kinematic Viscosity Kinematic viscosity affects injector lubrication and fuel atomization.
Biodiesel fuel blends generally have improved lubricity; however, their higher viscosity levels
tend to form larger droplets on injection which, can cause poor combustion and increased
exhaust smoke. The limits established provide an acceptable level of fuel system performance
for D1 and D2 fuel blends.
Ash Ash is a measure of the amount of metals contained in the fuel. Ash forming materials
may be present in three forms: (i) abrasive solids, (ii) soluble metallic soaps, and (iii) residual
biodiesel catalyst. Abrasive solids and biodiesel catalyst materials result in wear of fuel system
and internal engine components exposed to fuel after injection. Metallic soaps can contribute to
deposits in the fuel system. All ash forming compounds can contribute to the accumulation of
materials on diesel particulate filters, requiring filter maintenance. The levels specified are

May 31, 2006

considered acceptable for engine performance; however, more stringent requirements may be
necessary for optimal particulate filter maintenance intervals.
Sulfur Sulfur levels in fuel are regulated by various governmental agencies to assure
compatibility with emission standard requirements. In the United States there are currently three
sulfur grades: S5000, S500, and S15, for both D1 and D2 petroleum diesel fuel. Biodiesel blends
may not exceed the applicable maximum sulfur levels as defined for petroleum diesel.
Copper Strip Corrosion The copper strip corrosion test indicates potential compatibility
problems with fuel system components made of copper alloys such as brass and bronze. The
limit specified is the same as that for petroleum diesel fuel.
Cetane Number Cetane number is a measure of the fuels ignition and combustion quality
characteristics. Biodiesel blend stock typically has a higher minimum cetane level than that of
petroleum diesel. Fuels with low cetane numbers will cause hard starting, rough operation, noise
and increased smoke opacity. The level specified is consistent with EMAs requested increase in
the minimum cetane number for petroleum diesel fuel.
Cloud Point Cloud point is a test used to characterize the low temperature operability of diesel
fuel. It defines the temperature at which a cloud or haze appears in the fuel under prescribed test
conditions. The cloud point for biodiesel blends is generally higher than it is for petroleum
diesel fuel. To avoid component precipitation in vehicle fuel tanks and blockage of fuel filters,
the traditional blending practices for D1 and D2 for a given ambient temperature should be
modified prior to blending with biodiesel. Alternative low temperature operability test methods
such as Cold Filter Plugging Point (CFPP) and Low Temperature Flow Test may be agreed to
between the supplier and the purchaser of the fuel.
Ramsbottom Carbon Residue The Ramsbottom Carbon residue test is intended to provide
some indication of the extent of carbon residue that results from the combustion of a fuel. The
limit specified is the same as that for petroleum diesel fuel.
Lubricity Lubricity is a measure of the fuels ability to provide adequate lubrication of the
components of the fuel system, including fuel pumps and injectors. The precision required in the
manufacturing of these components and the significant influence of abnormal wear require that
they be adequately protected from scuffing, scratching, wearing, etc. that may affect their fuel
delivery characteristics. The level specified is consistent with that recommended by suppliers of
fuel injection equipment for modern diesel engines.
Acid Number Acid number is a measure of acids in the fuel. These acids emanate from two
sources: (i) acids utilized in the production of the biodiesel that are not completely removed in
the production process; and (ii) degradation by oxidation. For biodiesel blends the acid number
will change as a result of the normal oxidation process over time. Once purchased, biodiesel fuel
blends that will not be utilized immediately should be monitored for changes in acid number as
an indicator of fuel degradation.

May 31, 2006

Phosphorus Phosphorus has been shown to damage the ability of aftertreatment systems to
reduce exhaust emissions as intended. The influence of phosphorus is cumulative; therefore,
very low levels of contamination over the significant amount of fuel consumed by an engine may
lead to unexpected deterioration of the aftertreatment system.
Total Glycerin Glycerin is a byproduct of the production of biodiesel. If glycerin remains in
the finished biodiesel, or biodiesel fuel blend, it can result in fuel separation, material
incompatibility, engine deposits and engine durability concerns. In finished fuel blends, the
ability to directly measure glycerin is compromised by interference with naturally occurring
petroleum diesel fuel components. When an acceptable test method for Glycerin in a fuel blend
is available, a limit value will be established.
Alkali Metals Sodium and potassium are alkali metals utilized as catalysts in the production
of biodiesel and should be removed through the biodiesel production process. Residual Alkali
metals can form deposits in fuel injection system components and poison emission control
aftertreatment systems.
Alkaline Metals Magnesium and calcium are alkaline metals utilized as absorbents in the
production of biodiesel and should be removed through the biodiesel production process.
Residual Alkaline metals can form deposits in fuel injection system components and poison
emission control aftertreatment systems.
Blend Fraction It is important that the amount of biodiesel utilized in a given fuel blend be
identified and uniform throughout the blend.
Stability:
From the time of production, biodiesel fuels are unstable due to the natural oxidation process.
The process involves a free radical chain reaction that continues until the reactive molecular
links or available oxygen are depleted. Peroxides (hydroperoxides) are reactive oxidizing
agents formed during the first steps of fuel oxidation. At high concentration, peroxides or the
free radicals formed can damage or degrade certain plastics and elastomers, particularly at
higher temperatures. Subsequent steps in the oxidation process produce acids, gums,
polymers, and other insoluables.
Thermo-oxidative Stability, Insolubles Polymers and other insoluble materials that are
formed during oxidation result in fuel filter blockage. Fuel that meets the specified limit at
the time of retail sale is expected to provide six months of storage capability, depending on
storage conditions, before degradation occurs. Fuel should be monitored to determine if
degradation has taken place and necessary steps taken to avoid the use of degraded fuel. It is
important to note that the test method utilized must be modified to use glass fiber filters to
prevent degradation of the filter media by the biodiesel.
Oxidation Stability, Induction time Historically, petroleum diesel fuels have exhibited
extremely long storage stability periods. In some cases, the processing required to produce
very low sulfur level petroleum diesel fuels has significantly reduced the stability of the
petroleum fuel component in biodiesel blends. The test method utilized predicts the amount

May 31, 2006

of time that fuel can be stored before the production of acids indicates that the fuel is
becoming unstable. Fuel that meets the specified limit at the time of retail sale is expected to
provide six months of storage capability, depending on the storage conditions, before
degradation occurs. Fuel should be monitored to determine if degradation has taken place
and necessary steps taken to avoid the use of degraded fuel.

EMADOCS: 7676.4

May 31, 2006