CEN/TR 16514:2013
(Main)Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen - Roadmap, test methods, and requirements for E10+ petrol
Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen - Roadmap, test methods, and requirements for E10+ petrol
This Technical Report presents an overview and time plan for test methods and requirements that could be expected for future unleaded petrol and petrol blends in Europe. This means unleaded petrol with an ethanol/oxygenates level higher than allowed in the Fuels Quality Directive, Annex I [4], which is petrol containing up to 3,7 % (m/m) of oxygen, more familiarly known as E10.
Specific issues that may apply for certain levels or types of oxygenates are highlighted where appropriate in the appropriate sections of this report. This report does not take into account all issues related to vehicles that are specially designed to run on a much wider range of oxygenate contents above E10+, for example up to E85.
The report covers fuels and vehicle concepts for both E10+-capable (without engine efficiency gains) and E10+-optimised (with engine efficiency gains).
NOTE 1 Following the large possible combinations and levels of oxygenates, the work focuses on unleaded petrol with a nominal ethanol content between 10 % (V/V) and 25 % (V/V). Once the ethanol is higher than approximately 20 % to 25 % (depending on the vehicle) more engine and vehicle measures would likely be needed.
NOTE 2 For the purposes of this document, the terms "% (m/m)" and "% (V/V)" are used to represent the mass fraction, µ, and the volume fraction, φ, respectively.
NOTE 3 Although EN 228 speaks about and defines "unleaded petrol", the wording "petrol" is used throughout this document for the sake of readability.
Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff mit höheren Gehalten an Oxygenaten als 3,7 % (m/m) - Roadmap, Prüfverfahren und Anforderungen für E10+ Ottokraftstoff
Carburants pour automobiles - Essence sans plomb contenant plus de 3,7 % (m/m) d’oxygène - Feuille de route, méthodes d’essai et exigences pour les essences E10+
Goriva za motorna vozila - Neosvinčeni motorni bencin, ki vsebuje več kot 3,7 % (m/m) kisika - Smernice, preskusne metode in zahteve za bencin E10+
To tehnično poročilo predstavlja pregled in časovni načrt preskusnih metod in zahtev, ki jih je mogoče v prihodnosti pričakovati v povezavi z neosvinčenim motornim bencinom in mešanicami bencina v Evropi. To pomeni neosvinčeni motorni bencin z višjo ravnjo etanola/kisikovih spojin od dovoljene v skladu z Direktivo o kakovosti goriva, Priloga I [4], tj. motorni bencin z deležem kisika največ 3,7 % (m/m), bolje poznan kot E10. Posebna vprašanja, ki lahko zadevajo določene ravni ali vrste kisikovih spojin, so v zadevnih razdelkih tega poročila ustrezno označena. To poročilo ne upošteva vseh vprašanj, povezanih z vozili, ki so posebej oblikovana za delovanje z veliko širšim obsegom vsebnosti kisikovih spojin v motornem bencinu nad E10+, npr. do E85. To poročilo zajema koncepte goriv in vozil, ki uporabljajo E10+ (brez povečane učinkovitosti motorja) in so optimizirani za E10+ (s povečano učinkovitostjo motorja).
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
01-september-2013
*RULYD]DPRWRUQDYR]LOD1HRVYLQþHQLPRWRUQLEHQFLQNLYVHEXMHYHþNRW
PP NLVLND6PHUQLFHSUHVNXVQHPHWRGHLQ]DKWHYH]DEHQFLQ(
Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen -
Roadmap, test methods, and requirements for E10+ petrol
Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff mit höheren Gehalten an
Oxygenaten als 3,7 % (m/m) - Roadmap, Prüfverfahren und Anforderungen für E10+
Ottokraftstoff
Carburants pour automobiles - Essence sans plomb contenant plus de 3,7 % (m/m)
d'oxygène - Feuille de route, méthodes d'essai et exigences pour les essences E10+
Ta slovenski standard je istoveten z: CEN/TR 16514:2013
ICS:
75.160.20 7HNRþDJRULYD Liquid fuels
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
TECHNICAL REPORT
CEN/TR 16514
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
June 2013
ICS 75.160.20
English Version
Automotive fuels - Unleaded petrol containing more than 3,7 %
(m/m) oxygen - Roadmap, test methods, and requirements for
E10+ petrol
Carburants pour automobiles - Essence sans plomb Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff
contenant plus de 3,7 % (m/m) d'oxygène - Feuille de mit höheren Gehalten an Oxygenaten als 3,7 % (m/m) -
route, méthodes d'essai et exigences pour les essences Roadmap, Prüfverfahren und Anforderungen für E10+
E10+ Ottokraftstoff
This Technical Report was approved by CEN on 16 March 2013. It has been drawn up by the Technical Committee CEN/TC 19.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16514:2013: E
worldwide for CEN national Members.
Contents Page
Foreword . 4
1 Scope . 5
2 Normative references . 5
3 Summary . 5
4 Context . 7
5 CEN/TC 19/WG 38 . 7
6 External drivers . 7
6.1 Introduction . 7
6.2 Renewable Energy Directive (RED, 2009/28/EC) . 8
6.3 Fuel Quality Directive (FQD, 2009/30/EC) . 8
6.4 Vehicle CO (Regulations 443/2009 and 510/2011). 8
6.5 Today's situation . 8
6.6 Factors to be considered . 10
6.7 Final remarks on external drivers . 11
7 Engine and vehicle concepts and techniques . 12
7.1 Summary points . 12
7.2 Current and future constraints for an E10+ petrol . 13
7.2.1 Existing Euro 6 and CO legislative roadmap . 13
7.2.2 Recommendations for new vehicle concepts . 13
7.2.3 Engine calibration potential . 14
7.2.4 Potential for new pollutants in legislation. 14
7.2.5 Impact on vehicle and fuel system components . 14
7.2.6 Higher consumption . 15
7.3 Opportunities for an E10+ petrol . 15
7.3.1 Helping reduce pollutant emissions and CO . 15
7.3.2 Current cars . 16
7.4 High oxygenate fuel combustibility determination (RON/MON) for an E10+ petrol . 16
7.4.1 RON-MON relationship . 16
7.4.2 RON-MON impact with higher oxygenates . 19
7.4.3 RON-MON needs for higher oxygenate-containing fuels . 20
7.5 Driveability (volatility descriptors) for an E10+ petrol . 20
7.5.1 General . 20
7.5.2 Vapour pressure . 20
7.5.3 Distillation . 21
7.5.4 Other parameters/tests . 21
7.6 Oxygenate compounds for an E10+ petrol . 23
7.7 Other factors . 23
7.8 Possible studies . 23
8 Refinery, blender and logistics . 24
8.1 Scope of current and future constraints and opportunities . 24
8.2 Refining related matters . 24
8.2.1 Ethanol . 24
8.2.2 Ethers (ETBE and MTBE) . 27
8.3 Blending ethanol and ethers. 28
8.3.1 General . 28
8.3.2 Refinery blending of ethanol . 29
8.3.3 Terminal blending of ethanol .2 9
8.4 Distribution and service station issues .2 9
8.4.1 Climatic conditions, seasonal grade management/changeover processes . 29
8.4.2 Water handling .2 9
8.4.3 Housekeeping - Water management, tank draining, disposal of water drains and
microbiological growth .3 1
8.4.4 Materials compatibility .3 1
8.4.5 Vapour recovery systems .3 8
8.5 Logistics .3 8
8.5.1 Transport of ethanol and oxygenate blends .3 8
8.5.2 Co-mingling of different grades in terminals, service stations and vehicles . 39
8.5.3 Management of off-grade product . 39
8.5.4 Number of Mogas grades .3 9
8.6 Safety and fire fighting measures .3 9
8.6.1 Safe handling .3 9
8.6.2 Surface spills and leaks .3 9
8.6.3 Fire protection and fire-fighting agents for fires involving ethanol/petrol blends . 39
8.6.4 Storage .4 0
8.6.5 Sources of ignition .4 0
8.7 Regulatory requirements .4 0
9 Test methods .4 1
9.1 Introduction .4 1
9.2 Current petrol fuel requirements .4 1
9.2.1 General .4 1
9.2.2 Sulfur .4 1
9.2.3 Manganese.4 2
9.2.4 Lead .4 2
9.2.5 RON/MON .4 3
9.2.6 Density .4 3
9.2.7 Oxidation stability .4 3
9.2.8 Gum .4 3
9.2.9 Copper strip corrosion .4 4
9.2.10 Hydrocarbons (olefins and aromatics) .4 4
9.2.11 Oxygen and oxygenates .4 4
9.2.12 Benzene .4 5
9.2.13 Vapour pressure .4 5
9.2.14 Distillation .4 6
9.2.15 Sampling .4 6
9.3 Potential new petrol fuel requirements .4 6
9.3.1 Sulfate .4 6
9.3.2 Chlorides .4 6
9.3.3 Iron .4 6
9.3.4 Ash forming components .4 7
9.3.5 Silver strip corrosion .4 7
9.3.6 High boiling components .4 7
9.4 Summary .4 7
10 Conclusions .4 9
11 Acknowledgement .5 0
Annex A (informative) Abbreviations .5 1
Bibliography .5 4
Foreword
This document (CEN/TR 16514:2013) has been prepared by Technical Committee CEN/TC 19 “Gaseous and
liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of
which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
1 Scope
This Technical Report presents an overview and time plan for test methods and requirements that could be
expected for future unleaded petrol and petrol blends in Europe. This means unleaded petrol with an
ethanol/oxygenates level higher than allowed in the Fuels Quality Directive, Annex I [4], which is petrol
containing up to 3,7 % (m/m) of oxygen, more familiarly known as E10.
Specific issues that may apply for certain levels or types of oxygenates are highlighted where appropriate in
the appropriate sections of this report. This report does not take into account all issues related to vehicles that
are specially designed to run on a much wider range of oxygenate contents above E10+, for example up to
E85.
The report covers fuels and vehicle concepts for both E10+-capable (without engine efficiency gains) and
E10+-optimised (with engine efficiency gains).
NOTE 1 Following the large possible combinations and levels of oxygenates, the work focuses on unleaded petrol with
a nominal ethanol content between 10 % (V/V) and 25 % (V/V). Once the ethanol is higher than approximately 20 % to
25 % (depending on the vehicle) more engine and vehicle measures would likely be needed.
NOTE 2 For the purposes of this document, the terms “% (m/m)” and “% (V/V)” are used to represent the mass
fraction, µ, and the volume fraction, φ, respectively.
NOTE 3 Although EN 228 speaks about and defines “unleaded petrol”, the wording “petrol” is used throughout this
document for the sake of readability.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 228, Automotive fuels Unleaded petrol Requirements and test methods
EN 14214, Liquid petroleum products Fatty acid methyl esters (FAME) for use in diesel engines and
heating applications Requirements and test methods
EN 15376, Automotive fuels Ethanol as a blending component for petrol Requirements and test methods
3 Summary
This report provides an overview and time plan for test methods and requirements to be expected for future
unleaded petrol containing oxygenate levels higher than currently allowed in the Fuels Quality Directive
(FQD).[2],[3],[4] Before an E10+ petrol specification is developed in response to a legislative initiative, the
following factors should be considered:
a) need for more research to define preferred and achievable specifications for an E10+ petrol blend;
b) need for adequate time to implement vehicle and fuel options, after an E10+ standard has been defined;
c) market introduction scenarios of the fuel supply and automotive industry, which general follow the steps:
1) introduction of capable cars,
2) build infrastructure for the availability of the fuels, and
3) introduce optimised vehicles
d) need for EC funding to begin the necessary laboratory and vehicle testing.
E10+ petrol may be introduced for future new engine designs if benefits in regulated emissions, Tank-to-
Wheels CO and Well-to-Wheels CO emission performance are demonstrated. These new designs could
2 2
take advantage of the properties of an E10+ petrol to achieve these benefits, based on a higher oxygen
content and a higher Octane Number (RON and MON). Because increasingly stringent vehicle regulations
limit the regulated pollutants that a motor vehicle may emit, a future E10+ petrol standard may also require
new limits for inorganic chlorides, phosphorus, sulfates and ash content, for example, in order to enable the
performance and durability of both the engine and aftertreatment system. To ensure this performance, the
impact of oxygen content higher than 3,7 % (m/m) in petrol on regulated pollutants, CO , vehicle driveability
and pre-ignition and knock behaviour shall be studied in depth before an E10+ specification can be drafted.
The manufacture, distribution and sale of petrol containing higher oxygenate levels pose certain constraints
and opportunities which shall also be considered. When ethanol is used as the primary oxygenate, for
example, it can introduce some specific challenges that shall be carefully addressed, e.g.:
• effect of ethanol on vapour pressure, octane rating, distillation and related properties;
• tendency of ethanol to increase the dissolved water content of petrol;
• compatibility of materials in contact with both the liquid and vapour phases.
To facilitate any eventual marketing of E10+ petrol, new regulatory requirements should be agreed by the co-
legislators in the European Parliament and the Council (on the basis of a Commission proposal) in
consultation with industry stakeholders.
Finally, each specified or limiting fuel property shall be measurable by one or more test methods which have
been verified to produce statistically relevant results at the expected levels of the property under investigation.
In order to limit the scope regarding combinations and levels of oxygenates the focus for the test methods
(Clause 9) is merely on petrol with a nominal ethanol content between 10 % (V/V) and 25 % (V/V). This focus
is chosen as once the ethanol is higher than approximately 20 % to 25 % (depending on the vehicle) more
engine and vehicle measures would likely be needed. This report discusses the likely applicability of current
test methods for E10+ petrol and provides an estimate of the time and effort that would be required to verify
applicability.
Assuming that the FQD is amended with the legal parameters of an E10+ petrol, a nominal specification for
E10+ petrol, based on sound technical data, will take several years to develop and evaluate. Following this
work, about five some additional years would be required to develop and commercialise E10+ capable
vehicles, followed by up to five years to commercialise E10+ optimised vehicles and refuelling infrastructure.
The path to successful implementation of an E10+ petrol grade will therefore be complicated, requiring
considerable research on vehicles and test methods and coordination amongst all industry stakeholders.
EC funding may also be needed at an early stage to complement on-going stakeholder research and answer
many of the technical questions that are related to E10+ petrol specifications and test methods.
This report considers issues related to E10+ petrol in the following four areas:
1) external drivers; policies and market drivers and constraints,
2) engine and vehicle; constraints related to component compatibility, emission and fuel consumption
(challenges and opportunities), plus consumer reliability, and the possibilities to overcome those,
3) refinery, blending and logistics; constraints related to crude feedstock, process control, blending capacity
and fuel station capability, plus inherent safety, and anticipating those,
4) test methods; applicability of existing techniques and needs to verify such.
Used abbreviations are presented in Annex A.
4 Context
The European Union is promoting renewable energy use in Europe and could encourage the extension of
automotive petrol blended with higher fractions of renewably-sourced ethyl alcohol (referred to in this
document as ethanol) and/or other oxygenates. Additionally, the EU has put in place stringent tailpipe
pollutant emission limits and CO targets for new vehicles sold in the EU market. It is uncertain at this point
how these targets will influence the development of the European fuels market beyond 2020. Because vehicle
performance and higher oxygenate levels shall be carefully assessed, harmonised fuel specifications are
essential to ensure acceptable vehicle performance and durability in the market. The development of new
fuels and vehicles is however a long and intensive process.
At the CEN/TC 19 meeting in May 2011, a priority was placed on “E10+” petrol in order to be prepared for
future market and legislative decisions. It was agreed that a detailed assessment of biofuels and blends in
Europe over the coming decade was needed that should be prepared through a multi-stakeholder approach.
To develop this longer-term vision, CEN/TC 19 agreed to work together as Industry and Stakeholder partners
to complete this assessment and outline the possible constraints and advantages of a future E10+ petrol.
Therefore CEN has combined efforts to draft this overview and time plan for test methods and requirements to
be expected in the future. This work has been done with the participation of the convenors of test method
working groups and vehicle and fuel experts from ACEA, CONCAWE, UPEI and e-PURE.
5 CEN/TC 19/WG 38
CEN/TC 19 requested WG 38 (New Fuels Coordination and Planning) to develop a CEN/TR that describes a
European standardisation roadmap for future ‘E10+’ unleaded petrol. The scope of work was to draft an
overview and time plan for test methods and requirements to be expected in the future. The experts that have
contributed to this CEN/TR are known to the CEN/TC 19 Secretariat.
The working group has met on the following occasions so far:
— 21 December 2011, Amsterdam, 1st meeting;
— 3 April 2012, Delft, 2nd meeting;
— 22 August 2012, 3rd meeting (web-conference);
— 17 September 2012, 4th meeting (web-conference);
— 14 March 2013, 5th meeting.
6 External drivers
6.1 Introduction
In its 2009 legislation, the European Union adopted new policies to reduce Greenhouse Gas (GHG)
emissions, improve energy security, and support agricultural development. Road transport was especially
targeted by these policies because it is a major consumer of liquid fuels and contributes a significant
percentage to total European GHG emissions. More importantly, road transport demand and associated GHG
emissions have grown over the past decades and there are fewer alternatives in transport to reduce this
growth compared to other energy-consuming sectors. The societal challenges associated with increasing
access to personal and goods transport while steadily reducing GHG emissions and improving energy security
are widely recognised. For this reason, the 2009 European climate and renewable energy legislation had
several key elements as presented below.
6.2 Renewable Energy Directive (RED, 2009/28/EC)
The RED [5] mandated that at least 10 % of transport fuels on an energy basis shall be derived from
sustainably produced, renewable sources by 2020. This can include the use of bio-blending components in
fuels for road and non-road applications, the use of renewable electricity for vehicle recharging, biogas from
waste materials, and other approaches.
Common products are those products derived from specific feedstocks, such as ethanol from sugar
fermentation, ethers produced from renewable ethanol or methanol, and fatty acid methyl esters (FAME) and
hydrocarbons produced from vegetable oils and animal fats. Pilot and commercial developments are
progressing on new production pathways for many bio-blending components. These new developments may
produce the same product but from a different feedstock or process (for instance, lignocellulosic ethanol).
However, only the fairly common products are likely to be available in sufficient quantities to meet the 2020
mandate for transport fuels
6.3 Fuel Quality Directive (FQD, 2009/30/EC)
The FQD [4] requires that fuel suppliers reduce life-cycle GHG intensity associated with transport fuels by at
least 6 % by 2020, versus a 2010 baseline. Historically, European refineries have improved their energy
efficiency by about 0,5 %/year over the past 20 years at the same time that fuel demand has increased and
product specifications have tightened. Energy efficiency improvements in the fuel manufacturing process can
contribute to the FQD target but most of the mandated GHG reduction over this decade is expected to come
from blending bio-components into fuels.
To achieve the FQD and RED mandates, these bio-components shall meet minimum GHG reduction
thresholds that will change over the decade. They also shall be certified and audited as having been derived
from sustainable sources and a number of EC-recognised certification schemes are now in place.
In addition, the FQD legislates the introduction into the market of ‘E10’ petrols, having up to 3,7 % (m/m)
oxygen content and corresponding to 10 % (V/V) ethanol or appropriate volumes of ethers (MTBE or ETBE),
higher alcohols, or other oxygenates (except methanol). Today’s E5 petrol, having a maximum of 2,7 % (m/m)
oxygen and meeting EN 228 specifications, shall also be marketed for several years in order to ensure the
performance of older petrol vehicles that are not fully compatible with higher oxygenate blends.
6.4 Vehicle CO (Regulations 443/2009 and 510/2011)
Although new passenger vehicles and light-commercial vehicles shall meet stringent pollutant emissions
requirements [6], they should also meet new fuel consumption limits on a fleet-average basis by manufacturer
in order to increasingly reduce GHG emissions from the vehicle fleet.
For passenger cars, these new limits (Regulation 443/2009 [7]) are effective in 2015 and require that each
manufacturer’s new vehicles achieve 130 g CO /km, on a fleet-average basis, through engine and vehicle
performance improvements. The procedures for achieving the already defined target of 95g CO /km from
2020 are now being discussed. Similar targets (Regulation 510/2011 [8]) are now in place for light-commercial
vehicles and are also being considered for commercial vehicles. A recent Commission proposal indicates that
even lower CO targets beyond 2020 will be developed by the EC by end-2014.
6.5 Today's situation
Today’s EN 228 specification allows blending of up to 3,7 % (m/m) oxygen in petrol (E10), either from ethanol,
higher alcohols, or ether oxygenates. EN 228 also specifies a second petrol containing up to 2,7 % (m/m)
oxygen (including E5) which is intended for older vehicles that are not compatible with higher oxygenate
blends. The EN 590 diesel fuel specification [20] allows up to 7 % (V/V) FAME in diesel fuel (B7). Ethanol
used for petrol blending shall comply with EN 15376 and FAME used for diesel fuel blending shall comply with
EN 14214.
For diesel fuel, hydrocarbon-only blendstocks produced from natural vegetable or animal oils or from biomass
are allowed and are generally less restricted in blending volume, subject to the requirements of EN 590,
because they are very similar in composition to fossil fuels. Other work is also in progress to provide new
opportunities and markets for biogas manufactured from waste and residues, dimethyl ether (DME)
manufactured from pulp and paper products, renewable electricity, and other products that will help to achieve
the legislated mandates.
In Europe today, more diesel fuel is sold than petrol even though there are currently more petrol cars than
diesel cars in the total on-road fleet. This is because the number of new diesel cars purchased has increased
over the past decade due to consumer preference and lower excise duty rates on diesel fuels in many
countries. Freight transport in Europe is also dominated by on-road trucking which consumes considerable
diesel fuel. The result is that there is currently a higher demand for diesel fuel and a lower demand for petrol
than European refineries can easily produce. Refinery process technologies can only be adjusted within
certain operational limits on the available crude oil supply.
Because of the existing imbalance in EU diesel/petrol production, Europe currently exports excess petrol
production to North America and other regions and imports diesel fuel and jet/kerosene from Russia, the
Middle East, and elsewhere. This import/export situation raises questions for the future regarding Europe’s
energy security and the sustainability of global trade for refined fuel products. New requirements for lower
sulphur marine fuels as well as new environmental legislation are putting additional pressure on refineries.
Although refineries are investing in new process units for increasing distillate fuel production, this imbalance in
fuel demand is expected to continue for more than 10 years.
These factors mean that there is a clear market need for diesel blending components that meet the FQD and
RED requirements and are fully compatible with diesel vehicles. This is proving to be a greater challenge than
anticipated and the current blending limit for FAME in diesel fuel is limited while CEN/TC 19 work on the basis
of an EC Mandate is in progress to increase the allowed level to 10 % (V/V) FAME (B10). Although some
vehicles in captive fleets or niche markets can use diesel fuel containing higher FAME levels, such as B20-
B30 or even B100, many vehicles are not compatible with FAME levels higher than B7. Similar to what is
occurring for the introduction of E10 petrol, the market introduction of B10 diesel fuel would require vehicle
compatibility lists and pump labelling to guide consumer purchasing and the continued marketing of a B7
grade for those vehicles that are not compatible with B10. In addition, the GHG reduction potential of many
FAME products do not appear to be as good as for many petrol blending components.
Considerable work is in progress to accelerate the production of advanced renewable products for diesel fuel
blending, such as the hydrotreated vegetable (and animal waste) oils (HVO) and biomass-to-liquid (BTL)
products mentioned earlier. However, the pace of development of these product developments is slower than
expected, with the possible exception of HVO, and they are not expected to make a big impact on renewable
fuel supply in this decade.
Given these near-term problems on the diesel side, there is interest in considering more oxygenate blending
above E10 in European petrol. However, because petrol represents a smaller fraction of the total European
fuel demand, increasing oxygenate blending in petrol will also reduce the demand for petrol from crude oil and
make the European diesel/petrol imbalance worse. In addition, increasing renewable blending components in
petrol could reduce Tank-to-Wheels GHG emissions for petrol vehicles while increasing the Well-to-Tank
GHG emissions at the same time from the combined petrol and diesel fuel supply. Thus, all factors shall be
carefully considered which is the subject of this report.
Starting from the 2000 model year, most European vehicles are compatible with petrol containing up to
3,7 % (m/m) oxygen from ethanol or other allowed oxygenates. National specifications for E10 petrols are now
in place in France, Germany, Finland, and Spain, while other countries are awaiting the outcome of
CEN/TC 19 discussions on a revised EN 228 specification. Specially adapted vehicles that can be fuelled with
up to 85 % (V/V) ethanol (E85) are also available in some countries.
Since not all existing vehicles are E10 compatible (about 10 % of the petrol vehicles in Germany, for
example), a ‘protection grade’ petrol (E5) has been mandated by the FQD to be marketed in parallel with E10
petrol. Recent market experience with the introduction of E10 petrol in Germany has shown that customer
acceptance of the higher ethanol blend has not been strong and the corresponding sales of E10 petrol has
been below expectation. The market share of E10 grade in the total gasoline sales more than one year after
the introduction of the grade were about 15 % in Germany, 30 % in France and 60 % in Finland. This
experience indicates that a future introduction of an E10+ petrol will require a coordinated introduction of
compatible vehicles, fuel grades, and consumer awareness information in order to be successful. Key factors
for success may be for instance a progressive launch of new fuel on a voluntary basis, an appropriately
informed consumer and a broad availability of communication about vehicle compatibility.
Importantly, ethanol, produced from sugar or starch or manufactured from lignocellulosic biomass, exhibits
some of the highest GHG reductions amongst the renewable products that are either readily available or in
commercial development. ETBE, when manufactured from bio-ethanol, also has a 47 % renewable
contribution and a GHG reduction that depends on the ethanol used. These products shall be independently
certified as meeting minimum sustainability and GHG reduction requirements in order to qualify their use in
fuels against the RED and FQD obligations. In the future, the GHG emissions performance of different fuel
blends could well be valued on a Well-to-Wheels, rather than on a Tank-to-Wheels, basis.
Thus, there may be societal benefits to petrol fuels containing oxygenate levels higher than 3,7 % (m/m)
oxygen if there is also consumer acceptance to further increase the renewable content of road fuels beyond
the E5/E10, E85, and B7/B10 grades that are already envisioned for the EU-27. Rather, issues related to
vehicle compatibility (both forward and backwards), fuel refining, blending, and logistics, test methods for
E10+ specifications and implementation issues are discussed in detail. It is expected that the results of
additional research and stakeholder discussion will be needed to define nominal specifications for this E10+
petrol at a later stage.
6.6 Factors to be considered
Regardless of the specification that is ultimately decided for E10+ petrol, there are several factors that should
be considered:
6.6.1 Need for more research to define adequate E10+ specifications:
Currently, there are various ideas being explored through preliminary studies by different stakeholders in order
to identify potential requirement for possible future E10+ specifications.
Based on these preliminary ideas, considerably more research will be needed by all industry stakeholders on
possible E10+ formulations in order to validate potential performance and WTW GHG reduction benefits while
minimising performance disadvantages, system inefficiencies, and added costs. This research will be directed
towards narrowing the possible formulation options and establishing a nominal specification for a future E10+.
Key parameters could include maximum and minimum oxygenate levels, minimum research and motor
octane, and volatility requirements and definitions. It is also quite likely that new test procedures for vehicle
cold and hot weather performance may be needed that take into account modern engine and vehicle control
systems. The following specific areas have already been defined that will need more research:
a) Research (RON) and Motor (MON) Octane Numbers and Octane Sensitivity. This could include a new
RUFIT (Rational Use of Fuels in Private Transport) study, as was conducted in the 1970s, to assess
possible changes in engine design, RON/MON levels, crude oil utilisation, fuel manufacturing costs, and
GHG reductions on a Well-to-Wheels basis.
b) Impact of E10+ volatility on:
1) Lambda deviations and exhaust emissions under cold engine starting conditions;
2) Cold engine starting and drivability performance;
3) Hot weather starting, vapour lock, and drivability performance;
4) Evaporative emissions;
c) Materials compatibility with elastomers and gaskets in vehicles and in the fuel supply and distribution
system;
d) Materials compatibility issues with metallic alloys and fuel system components;
e) Valve seat recession, cylinder liner wear, and cam lobe wear with higher ethanol fuels;
f) Lube oil dilution by fuel and faster than expected loss in lube quality;
g) Fuel system deposit control on intake valves and in the combustion chamber;
h) Fuel and lube system additives specially adapted to higher ethanol levels;
i) After-treatment systems that are fully compatible with higher ethanol/petrol blends;
j) Sensor technologies for engines and after-treatment systems;
k) Vehicle durability testing.
6.6.2 Need for adequate time to implement vehicle and fuel options:
From previous experience with the revision of EN 228 to include E10 petrol, a transition to E10+ shall allow
sufficient lead time for implementation. To put this in perspective, even a relatively limited laboratory and
vehicle study aimed at defining the specifications for E10+ will take several years to organise and execute
with the cooperation of all stakeholders. After this, a CEN standard would need to be developed requiring at
least an additional three years. Vehicle industry experts also estimate that about five years would be required
to develop E10+ compatible vehicles once a nominal specification for E10+ petrol has been defined. This time
does not seem unreasonable given the simultaneous requirements for vehicles to meet lower CO and
Euro 6+ emissions limits, long-term vehicle durability requirements, and in-use compliance performance.
As E10+ compatible vehicles are introduced into the on-road fleet, the market introduction of E10+ petrol
would need to be coordinated in order to encourage the penetration of E10+ compatible vehicles. Since there
will be older vehicles in the fleet that are not E10+ compatible, a ‘protection grade’ fuel will be needed for
some time (E5 or E10 depending on when an E10+ grade is introduced). This means that there is little
expectation that an E10+ grade can be implemented quickly enough, compared to other fuels such as E85, to
significantly impact the 2020 RED and FQD targets.
6.7 Final remarks on external drivers
The path to a successful commercialisation of an E10+ petrol grade will be complicated, requiring
considerable research on vehicles and test methods and coordination amongst all industry stakeholders. The
vehicle industry’s current view is that there will not be backwards compatibility of a future E10+ grade with the
existing on-road fleet so that some type of ‘protection grade’ will be needed in the future. This point will need
to be considered as one aspect of E10+ implementation.
While this report begins to describe a future state for an E10+ petrol, it is also very important to point out that
the much nearer-term target and priority is a successful and pan-European implementation of E10 petrol and
B7 diesel grades, including pump labelling and the ready availability of consumer awareness information.
Getting this implementation right will ensure that Europe is on the right trajectory to future GHG reduction in
road transport with consumers who are fully informed and engaged.
7 Engine and vehicle concepts and techniques
7.1 Summary points
1) T
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