Increased use of biodiesel and ethanol is a concern regarding the effect on engines

Approved by the Chamber of Deputies with a wide margin of votes, with the promise of boosting job creation and promoting the renewable industry, the “Fuel of the Future” project still tries to pacify concerns about what the impact of increasing biodiesel content will be on the diesel oil, and from ethanol to gasoline, in the gears of the engines that run the country.

Under the project, which now goes to the Senate, the mixture of biodiesel in fossil diesel will now have a minimum level of 13% (currently at 14%), with a target of increasing 1% per year, reaching 20% ​​in 2030, and a ceiling of 25%. The increases will not be automatic, but will depend on analysis and approval by the National Energy Policy Council (CNPE), thus maintaining decision-making power with the government.

Regarding ethanol, the approved project now allows a maximum mixture of 35% of anhydrous alcohol (currently 27.5%), and changes the minimum limit from 18% to 22%. The rapporteur, deputy Arnaldo Jardim (Cidadania-SP), raised the ceiling proposed by the government, which was 30%.

The Brazilian Association of Automotive Engineering (AEA), a neutral multi-sectoral forum, maintains reservations and concerns regarding the possible impacts of increasing renewable fuel mixtures on the engines of vehicles not designed for this purpose.

EEA warns of uncertain consequences

According to the Brazilian Association of Automotive Engineering, without testing in real conditions of use on highways, and for a longer period of time, this is a gamble with uncertain consequences.

“Depending on the truck category, Proconve requires an emissions guarantee for up to 700,000 km. This would require at least four years of running-in. The concern is that we allow a biodiesel content now and, later on, we realize that we are harming the environment much more. The amendment could be worse than the sonnet. You are concerned about CO2 emissions, which affect the ozone layer, but you cannot forget about local components. Because if it harms the emissions system, it will harm the control of carbon monoxide, nitrogen oxide and hydrocarbon emissions”, says Rogério Gonçalves, fuel director at AEA.

This concern is refuted by the technical director of the Mixed Parliamentary Biodiesel Front (FPBio), João Henrique Hummel. It presents technical reports from engine manufacturers Volvo and Scania stating that it is safe to run trucks with a higher blend of biodiesel. In fact, large economic groups – such as JBS and Amaggi – would already be setting up new fleets using 100% biodiesel.

Other countries already have higher biodiesel blends

Regarding the need for tests in real conditions, and for a longer period of time, Hummel says that the results are already known. “Several countries around the world have a mixture greater than B15. In Indonesia it is already 40% and in the United States 30%. The problem is that they only talk about Europe”, he emphasizes.

An intrinsic problem with biodiesel would be its hygroscopicity (absorption of moisture from the air), according to the Automotive Engineering Association. “It absorbs water, it becomes emulsified in the product and this can cause oxidation and the accelerated production of fungi and bacteria”, points out Rogério Gonçalves. The risks of compromise increase, according to him, depending on how long the fuel is stored.

“In extreme cases, in these stations that sell very little, this formation of bacteria and gum can occur, causing the dispensing pump and engine fuel line components to jam,” he adds.

Biodiesel advocates counter and argue that the loss of quality is not only a risk of renewable fuel, but has been known for decades with petroleum derivatives.

“Petroleum paraffin also clogs engines”

“Didn’t sludge exist for those who worked in the field in the 90s, when biodiesel didn’t exist? Were there no problems with the nozzles or filters? There is something called paraffin, which causes the same thing. Whether diesel or biodiesel, you have to comply with the best practices manual and provide the necessary maintenance so that problems do not occur. Diesel is a hygroscopic product, so the same problem occurs with diesel or biodiesel”, says Hummel.

In agreement, both AEA and FPBio understand that the common enemy to be combated in the quality of diesel or biodiesel is the presence of water. “It must be a constant concern, because the tanks, whether at the refinery, the distributor or the station, have a vent, and with the vent, moisture enters. When the temperature changes, it condenses and goes into the tank. A regular procedure is needed to drain this product, remove this water”, highlights Gonçalves.

Doubling your attention to good practices can make a difference and help detect where the problems of choking, clogging and component breakdowns really come from. The biodiesel sector advocates a traceability program that ensures the quality of the product that reaches the machines and trucks.

Need to trace the origin of problems

“If a truck stops, and it was just one truck, is the problem with biodiesel? Or could it be from truck maintenance? If it happens to ten trucks that filled up at the same location, from the same manufacturer, then it could be a problem with the station, whoever distributed it, whoever supplied it or it could be a problem with the biodiesel. The National Petroleum Agency (ANP) records less than 1% of biodiesel use as a problem. Even so, they hold this carnival. Could it be that the problem really lies with biodiesel?” asks Hummel.

In the accounts of the Mixed Biodiesel Parliamentary Front, the change in legislation, expanding the mixtures of biodiesel to diesel, has the potential to be a strong economic lever. In theory, the 150 million tons of soybeans produced by Brazil could yield 30 billion liters of soybean oil and 120 million tons of bran. So much bran would boost meat production, as long as a destination was found for the billions of liters of surplus vegetable oil. Human consumption in Brazil is only 3.7 billion liters. Biodiesel aims to fill this gap, increasing demand for oil and generating surplus bran for livestock farming.

“In terms of value, when I sell soybeans, I sell 1. When I sell bran, I sell 2, and when I sell meat, I sell 10. I go from one job to 15 jobs. This is a policy of strengthening Brazilian agroindustry, adding value to Brazilian products and industrialization”, argues Hummel, who also cites the direct benefits of improving air quality and reducing diesel imports.

Concern about old gasoline cars and imported ones

Another concern of the Brazilian Association of Automotive Engineering is related to the impact of a greater mixture of anhydrous alcohol in gasoline, which could go from 27.5% to up to 35%. There would be no implications for the flex models, already designed for this purpose, except for the increase in consumption, since ethanol is less calorific.

The fear, however, involves older gasoline and imported cars, which may choke with the increase in the mixture. “The imported ones were prepared to run with a 27% mixture, not 30% or 35%. We don’t know what will happen. Old gasoline cars can have malfunctions, choking, acceleration failures that put overtaking at risk and can even cause an accident. And in the South region there is still the problem of cold starts. So, it will be necessary to study better”, says Gonçalves, from AEA.

On the same day that the Fuel of the Future project was approved by deputies, the Ministry of Mines and Energy (MME) created a working group to study the feasibility of increasing the mixture of ethanol with gasoline, from the current 27.5% to 30%. For now, only government bodies are part of the working group. The AEA has already made itself available to contribute to the debate.

Premium gasoline maintains a limit of 25% anhydrous alcohol

In 2014, when the increase in the mixture of anhydrous alcohol to gasoline was discussed, from 25% to 28%, the increase was not approved because the National Association of Motor Vehicle Manufacturers (Anfavea) was opposed, arguing that there was no technical definition on the impact on imported cars, and that the government could be held responsible if vehicles needed to be recalled for maintenance.

In order not to leave older and imported gasoline vehicles in the spotlight, an alternative was created, still unknown to many consumers, and more expensive, which is the availability of a 25% mixture, in the form of premium gasoline at some stations. Investing in this alternative, and making it more common in the country, is a challenge. “The government could try to do this from now on, have two gasoline stations at the same station. But then we run into a logistical problem, many stations don’t have two tanks, they don’t have two pumps”, says Gonçalves, from AEA.

When contacted, Anfavea, through its consultancy, reviewed the institution’s position presented by the president, Marcio de Lima Leite, at a press conference on March 7th. Leite stated that Anfavea is in favor of decarbonization and therefore supports the policy to encourage biofuels. “Anfavea works to present technical studies from all automakers, universities and the auto parts sector. For us to carefully analyze how far we can go. And these studies are not so quick, because you have a moment with summer weather, then You have to test and analyze how it will behave in winter. There are tests in the laboratory and also on the street”, he stated.

Regarding fears that the increase in the mixture of ethanol with gasoline could compromise the performance of older gasoline cars and those that are imported, the report contacted the project’s rapporteur in the Chamber, deputy Arnaldo Jardim, and also with the Union of the Sugarcane Industry (Unica). There was no response until the publication of this article. The space remains open.