2004-01-0098

Effect of Various Lubricating Oils on Piston Deposits in

Biodiesel Fueled Engines
Thomas R. Sem
Thermo-King Corporation, Division of Ingersoll Rand
Copyright 2004 SAE global

ABSTRACT
Some customers of Transport Refrigeration Units
(TRUs) powered by 2.1 liter diesel engines in Europe
are requesting to run 100% biodiesel fuel in their TRUs.
The purpose of this paper was to find a way for users of
100% biodiesel fuel to maintain reliable diesel engine
operation through selection of a better engine lubricant.
Diesel engines that have been run with 100% biodiesel
fuel have been found to have deposits inside the engine
that are not found when running on fossil petroleum
diesel fuel. This paper examines the effect of various
engine-lubricating oils on engines running with 100%
biodiesel fuel. The comparison of various engine oils was
accomplished by evaluating the piston skirt and ring
groove deposits when running 4 different engine oils for
1000 hours each on identical engines that are fueled by
Soybean Biodiesel fuel.

The result is a fuel with a viscosity slightly higher than

2
2
petroleum diesel (4.08mm /s for biodiesel, 2.7mm /s for
petroleum diesel). These short chain oils are called
methyl esters and there are several acronyms to
describe these short chain biodiesel fuels: SOME or
SME (Soybean Oil Methyl Ester), RME (Rapeseed
Methyl Ester, common in Europe. In the US rapeseed is
called canola), and FAME (Fatty Acid Methyl Ester, a
name which encompasses oils from many sources: all
types of vegetable oils and animal fats).

INTRODUCTION
WHAT IS BIODIESEL FUEL? - Biodiesel fuel is a diesel
fuel substitute that is made from vegetable oils or animal
fats. Vegetable oils that are used for cooking are too
thick and viscous to run properly in a diesel engine and
so a process was developed to take the very long
molecules found in cooking oils, and shorten those
molecules so the cooking oils can become similar in
viscosity to petroleum diesel fuel. In vegetable oils, the
glycerin portion of the molecule connects three long
chain (mostly 18 carbons long) molecules together
(Figure 1).
The glycerin is what makes vegetable oil thick and sticky.
The process of transesterification, which is the
conversion of vegetable oil into biodiesel, releases those
three long chain carbon molecules from being stuck
together by the glycerin portion of the vegetable oil.
In order to reduce the viscosity to make the fuel usable in
a diesel engine, the pure oil is converted from a natural
oil triglyceride (three long chain carbon molecules stuck
together by the glycerin) into three monoalkyl esters
(three separate long chain carbon molecules).

FIGURE 1: Soybean Vegetable Oil Molecule Compared

to the Biodiesel Molecules
WHAT KIND OF ENGINE PROBLEMS HAVE THERE
BEEN WITH B100 BIODIESEL? - The literature has
explored various problems on B100 biodiesel fueled
engines, most of which are related to various residues

and deposits caused by B100 that can result in engine

damage.
Injector and piston deposits: - Some problems have been
encountered with injector deposits [1] when running with
B100. At temperatures of 430C to 480C, decomposition
of soybean biodiesel occurs [2], therefore the possibility
exists for the biodiesel to decompose during the ignition
delay period, resulting in injector tip deposits. In addition
to temperature decomposition, oxidation of the B100
over time can form soluble gums that can cause the
formation of deposits on the injector tips [3] or piston
surfaces.
Oil Pan Deposits: - B100 has been shown to cause
significant residue formation and viscosity decreases [4]
in the engine oil, requiring a shortening of the normal oil
change interval for the engine.
Fuel System Deposits: - There have been some
problems associated with fuel filter clogging [5] as well.
Biodiesel has a detergent effect which releases the
deposits accumulated within the fuel system (from the
petroleum diesel fuel used prior to the biodiesel) and can
cause filter clogging from those released deposits. If the
B100 releases deposits that have accumulated after the
fuel filter, then those deposits can end up within the
injection pump and cause problems on those very
precise, tight clearance components. This would not be a
problem on engines that have only been run with
Biodiesel.
Fuel Instability: - Due to the high internal oxygen content
of biodiesel, B100 oxidizes and degrades in storage and
requires special handling to insure that the fuel quality
will meet ASTM D6751-02 biodiesel fuel specification.
Biodiesel should be used within 6 months after it is
produced [4]. Aged or poor quality biodiesel can contain
organic acids, water, peroxides and products of
polymerization that can reduce the service life of fuel
injection equipment [6].
Material Incompatibilities: - Due to the high oxygen
content of B100, the ability of B100 to break down or
oxidize rubbers and plastics is enhanced. Changes to
the engine seals (both lube oil and fuel system o-rings)
and fuel hoses are then needed because of material
incompatibility with the B100. The hydroperoxides
formed during the oxidation of the biodiesel are unstable
and attack elastomeric materials [7].
Biodiesel has incompatibilities with nitrile rubber, nylon
6/6 and high density polypropylene. However, teflon and
viton have good compatibility [8] with B100. Due to a high
fuel dilution rate into the lube oil it is recommended to
make all lube system elastomers compatible with
biodiesel.
Temperature considerations: - B100 turns to jelly at subfreezing conditions and requires blending with petroleum
diesel or additives for operation below freezing
conditions.

Energy content: - B100 has an 11% lower energy content

than petroleum diesel, however the higher viscosity
(compared to petroleum diesel) results in better injector
efficiency. The net result can be about 5-7% less fuel
energy and therefore 5-7% reduction in maximum power
output and higher fuel consumption.
A range of 8 to 12% increase in fuel consumption rate
was found when running with B100 biodiesel fuel in a
Transport Refrigeration Unit as compared with petroleum
diesel.
There are enough problems with B100 to prevent a full
endorsement from all engine manufacturers, however
there is widespread approval for running diesel engines
with B5 (5% biodiesel, 95% petroleum diesel blended).
John Deere [9], Cummins [10], Yanmar [11], the Engine
Manufacturers Association (EMA) [12], and a consortium
of FIE (fuel injection equipment) [13] manufacturers have
all issued position statements approving the use of
biodiesel blends up to B5 as long as the biodiesel portion
of the fuel blend meets ASTM D6751-02 to insure that
the biodiesel fuel is maintained to a high quality level.
Some German (MAN, Daimler-Chrysler, Mercedes-Benz,
Volkswagen) and European engine manufacturers have
approved operation with B100 in certain engine models,
however they may require special service including more
frequent oil changes, synthetic oil and the installation of
compatible seals and hoses.
PISTON DEPOSITS - This paper is specifically looking
at the effect of various lubricating oils to reduce piston
deposits, specifically on the piston skirt and in the ring
grooves. These deposits could either be formed from the
fuel that is moving past the rings from the combustion
chamber or formed from the fuel diluted within the lube
oil. In either case, a high quality lube oil coating the
piston surfaces and ring groove may have a positive
effect on reducing or eliminating these deposits from the
biodiesel fuel.
HOW DOES B100 BIODIESEL FUEL GET PAST THE
RINGS INTO THE OIL PAN? - Under normal engine
operation, a small amount of any diesel fuel, including
petroleum diesel and biodiesel, will get into the oil pan
due to incompletely combusted fuel. There are several
reasons why the B100 biodiesel has a greater tendency
than petroleum diesel to get into the oil pan.
B100 has about 50% higher viscosity than petroleum
diesel [2], which means that when the injectors try to
atomize the thicker fuel, larger droplets will form in the
fuel spray [14]. The droplet size is affected by several
fuel properties including surface tension, specific gravity,
and viscosity.
These three properties have higher values for B100
compared with petroleum diesel (Table 1). Increases in
these properties interfere with the droplet breakup
mechanism, resulting in generally larger size droplets for
B100 fuels [15]. For reference, the properties of the very

thick, unprocessed vegetable oil are also included in

Table 1.
#2
Petroleum
Diesel

Rapeseed
Methyl
Ester
Biodiesel

Neat
Rapeseed
vegetable
oil (not
methyl
ester)
28.1

rates and soybean oil methyl esters have higher content

of unsaturated fats than rapeseed methyl esters.
Soybean biodiesel has been shown to cause increases
in viscosity of 18 to 25 times the rate of Rapeseed (or
canola) biodiesel fuels [19]. Some engine and equipment
manufacturers view soybean biodiesel as posing a
greater risk of causing lubricating oil problems than
rapeseed biodiesel [20].

22.5
25.4
Surface
Tension,
mM/m at
100C
.852
.874
.906
Specific
Gravity
1.3
2.4
Viscosity,
cs at 100C
TABLE 1: Comparison of the fuel properties that affect
droplet size for Rapeseed Biodiesel and for Petroleum
Diesel Fuel [15] [analysis done by Phoenix Chemical
Laboratory]

WHICH OIL ADDITIVES CAN COUNTERACT THE

RING GROOVE DEPOSIT FORMATIONS? - Antioxidants can reduce residue formation, also known as
polymerization, significantly. Oils can have various levels
of oxidative stability. The oils with the higher oxidative
stability will allow for more of the additives to be available
to control oxidation and polymerization of the biodiesel
fuel [21]. A CI-4 premium full synthetic oil can have four
times the oxidative stability of a CI-4 fleet grade mineral
oil as measured by the Sequence IIIE and IIIF Engine Oil
Oxidation tests. Also, lube oils with high dispersancy
additives should help reduce residue formation [1,18].

Emission tests confirm that the emitted particulates from

B100 exhaust are 10 times greater in size than
petroleum diesel particulates and these larger particles
are considered to be unburned biodiesel [16].

WHAT EFFECT DOES THE CONCENTRATION OF

ANTI-OXIDANTS HAVE ON THE FORMATION OF
PISTON DEPOSITS? - The following test determined
that there is a significant effect from oils with higher
levels of oxidative stability in controlling the piston
surface and ring groove deposits.

Heavy fuel components have more potential for

incomplete combustion and can cause more combustion
deposits at partial loads than petroleum diesel fuels [9].
The higher density and narrow, high boiling curve for
B100 confirms the presence of heavier fuel components
(molecules that are primarily 18 carbons long for
biodiesel) than petroleum diesel (molecules that are
primarily 14 to 18 carbons long). The smaller petroleum
diesel fuel droplets will burn more completely during the
short time period for combustion than the larger biodiesel
droplets, therefore some portion of the unburned larger
biodiesel droplets will find their way past the rings and
into the oil pan.
Another reason for larger droplets, is that the engine
used in our Transport Refrigeration Unit is direct-injected
and it has been shown that direct injected engines exhibit
a greater tendency for fuel dilution with B100 than
indirect injection engines [1,5]. Also, lighter load
conditions, typical for Transport Refrigeration Units, can
also result in higher fuel dilution into the oil [17].
Finally, deposits on the tips of injectors from B100 fuel
can result in imperfect atomization and in additional fuel
dilution into the crankcase oil.
IS THE DEPOSIT FORMATION PROPERTY THE
SAME FOR SOYBEAN AND RAPESEED BIODIESEL
FUELS? - The potential for residue formation is greater
for methyl esters derived from oils that are high in
linoleic and linolenic acids, such as soybean oil. These
types of methyl esters will react more rapidly towards
polymerization [18]. Biodiesel fuels with higher levels of
unsaturated fats will result in higher residue formation

EXPERIMENTAL APPROACH
TEST PLAN - The following test was designed to
compare the effect of various engine lubricating oils on
the piston surface and ring groove deposits of engines
running on 100% biodiesel fuel.
For this test, 4 Yanmar 2.1 liter direct injection diesel
engines were run on 100% soybean biodiesel (SOME). It
was decided to run this test using the soybean biodiesel
because the deposit formation capability is greater for
soybean biodiesel than for rapeseed biodiesel. Each of
the 4 engines was run with a different lubricating oil: two
mineral oils, one synthetic oil and one synthetic-mineral
blend. In addition, a fifth engine was run under the same
operating conditions but with petroleum diesel fuel and
the mineral lube oil with the lowest level of anti-oxidant.
TEST PROCEDURE - Five new Yanmar 4TNE86 direct
injection 4 cylinder 2.1 liter diesel engines (Table 2) were
tested on Stusska water brake dynamometers for 1000
hours each on identical duty cycles simulating TRU
(transport refrigeration unit) operation: 15 minutes at
2200 rpm and 21hp (which is 62% of rated load at 2200
rpm), then 44 minutes at 1450 rpm and 10 hp (which is
37% of rated load at 1450 rpm), then 1 minute
shutdown, restart at high speed and repeat. Oil sump
temperature during this duty cycle was found to be about
205F. One engine was fueled on petroleum diesel and
four engines were fueled on B100 SOME biodiesel which
slightly exceeded ASTM D6751-02 in acid number. The

fuel was sourced from West Central Soy in Ralston, Iowa

(see certificate of analysis in Appendix).

engine is designed to run 6 liters low before warning the

customer of a low oil level condition.

4 cylinder, in-line vertical

Oil was not added to engines during the entire 1000 hour
test. At each 200 hour oil sample interval, the length on
the dipstick of oil level was recorded so that the
comparative oil consumption rates of the engines could
be determined. At the completion of the 1000 hour test,
engines were disassembled and condition of rings and
ring grooves were inspected.

direct-injection combustion
4 stroke, water cooled
86mm bore X 90mm stroke
2.09 liter displacement
33.9 hp @ 2200 rpm power rating
10 degrees BTDC fuel injection timing
2800 to 3000 psi nozzle injection popping pressure
18:1 compression ratio
2 valves per cylinder
naturally aspirated
TABLE 2: YANMAR 4TNE86 TEST ENGINE DETAILS
The lubricating oils used in these four engines were
commercially available API CI-4 diesel engine oils
1. Test Oil A: Mineral Fleet Grade 15W40
2. Test Oil B: Mineral Premium 15W40
3. Test Oil C: Semi-synthetic 15W40
4. Test Oil D: Full Synthetic 5W40
A fifth Yanmar 4TNE86 engine was set up to run on the
exact same duty cycle as the biodiesel engines, however
fueling this engine with 2-D petroleum diesel fuel. This
engine also ran for 1000 hours and was used for
comparing the deposits. The A oil was used in this
petroleum diesel-fueled engine, as it has the lowest level
of additives of the four test oils.
OIL ANALYSIS - Standard oil analysis included viscosity
at 100C, as well as TBN, metals, fuel/water dilution and
was performed by Cleveland Technical Center labs. Oil
samples were collected at 200 hour intervals beginning
with "0" hours. 2 oil samples were collected at each 200
hour interval from each engine. This allowed averaging
of the variation due to the oil analysis lab procedures.
Frequency and multiplicity of samples was determined by
limiting the total oil removed for samples to 10% of the
total oil sump capacity. A total of ten 120cc oil samples
were removed from an oil sump capacity of 12 liters
during the 1000 hour test from each engine, and two
more samples at 1000 hours (12 total). Normal oil
consumption rate is about 5 liters/1000 hours. This

ENGINE OILS - All the engine oils contain a metallic

additive detergent and dispersancy component mixture
of primarily calcium and magnesium chemistry. The
different levels of performance between the oils are
obtained by supplemental additives and base stock
differences.
Mineral Test Oil A - Contains a level of dispersant,
detergent, and inhibitors needed to provide basic API CI4 performance in a mineral oil base stock, system, i.e.
Group I and Group II base stocks. This product will give
good performance when used at standard recommended
drain intervals in diesel engines.
Mineral Test Oil B - The additive system has been
supplemented with some selective boosting of
dispersant, detergent, and oxidation inhibitor additives.
This, in combination with an optimized base stock
system increases oil performance beyond the basic CI-4
level. Test Oil B will provide better protection against
wear and oxidation, and improved engine cleanliness
compared to Test Oil A.
Semi-Synthetic Test Oil C - The dispersant and oxidation
inhibitor in the additive is boosted above the Test Oil B
level, and contains semi-synthetic base stock system.
These changes will provide benefits in the areas of
oxidation stability and engine cleanliness.
Full Synthetic Test Oil D - The metallic additive level is
similar to that in Test Oil B and C. Test Oil D also
contains supplemental additive boosters and a fully
synthetic polyalphaolefin (PAO) base stock system,
which is built up from ethylene. This oil is manufactured
from discrete chemical feedstocks. Aside from the
obvious low temperature advantages that come with the
synthetic base stock system, the most apparent
performance benefits for Test Oil D are observed in the
areas of oxidation stability and engine cleanliness.
Additionally, Test Oil D may provide improvement in
piston deposit protection in some circumstances.
PERFORMANCE DIFFERENCE OF THE ENGINE OILS
IN RELATION TO OXIDATION STABILITY - Overall it is
hard to exactly quantify on a additive basis the
differences between the oils since the basic chemistry is
similar, but primary performance differences are
attributed to the blending with different engine oil base
stocks and supplemental performance additives.

Engine oil performance parameters (oxidation stability,

detergency, dispersancy, anti-wear, rust and corrosion
protection, cold pumpability, etc) will vary somewhat
between each engine oil. Some parameters will have a
large difference in overall performance and others

PISTON SKIRT DEPOSITS - Oil A, which had the lowest

additive level, exhibited the worst piston skirt deposits
(Figure 3).

less. Oxidation stability is probably the easiest to put a

relative measure between the different oils (Figure 2)
and it also is a primary factor to the capability of the
engine oil for severe or extended service type use.
Comparison of Oxidative Stability of the 4 Tested
oils

Oil Type

Full Synthetic Oil D

Semi-synthetic Oil C
Premium Mineral Oil B
Fleet Grade Mineral Oil A
0%

100% 200% 300% 400% 500%

FIGURE 3: Piston skirt deposits from engine run on

B100 soybean biodiesel fuel and Oil A fleet grade
mineral lubricating oil

Relative Percentage of Oxidative Stability

FIGURE 2: Relative oxidative stabilities of the 4 tested

oils

Oil B premium mineral oil had significantly reduced

piston skirt deposits (Figure 4) as compared to fleet
grade mineral oil A (Figure 3).

As for the use of these products with biodiesel fuel, there

is reason to believe that the higher performing oils will
provide some level of improved performance. It has
been shown that some biodiesel fuels can have a
significant negative impact on the lube oil condition and
engine durability. In general, the higher the degree of
unstaturation in the fatty acid used to manufacture the
fuel, the greater the impact on lube performance. There
are some other fuel composition factors that can also
impact the oil. The impact on the lube oil is believed to
be due to the introduction of unburned fuel components
into the lube oil which promote deposit formation and oil
degradation.

RESULTS AND DISCUSSION

OVERVIEW OF THE TEST RESULTS - The purpose of
this test was to determine whether there was some
differentiation found between the piston skirt and ring
groove deposits of the biodiesel engines running with 4
different engine oils. There was evidence from the
inspection of the pistons that there was some benefit to
the higher additive-level oils. However, there were
enough deposits in the top ring grooves of all four
biodiesel engines to cause a sticking ring condition.

FIGURE 4: Piston skirt deposits from engine run on

B100 soybean biodiesel fuel and Oil B premium mineral
lubricating oil

The semi-synthetic oil C (Figure 5) and fully synthetic oil

D (Figure 6) had no visible piston skirt deposits.

FIGURE 5: Piston skirt deposits from engine run on

B100 soybean biodiesel fuel and Oil C semi-synthetic
lubricating oil

RING GROOVE DEPOSITS - All four of the biodiesel

engines had black sticky deposits in the top ring groove
and sticking top ring condition found on the #1 cylinder.

FIGURE 7: Typical black, sticky deposits in ring groove

and on land between top and second ring grooves on all
four biodiesel engines
Figure 7 shows the typical black, sticky ring groove
deposit found in the top ring groove of all four biodiesel
engines, however the synthetic oils had a portion of the
ring groove without this deposit (see Table 3).

FIGURE 6: Piston skirt deposits from engine run on

B100 soybean biodiesel fuel and Oil D synthetic
lubricating oil

Engine Oil and Fuel

% of Piston Diameter
with
Black,
Sticky
Deposit in Top Ring
Groove

Fleet grade mineral oil A

and B100 fuel

100%

Premium mineral oil B and

B100 fuel

100%

Semi-synthetic oil C and

B100 fuel

40 to 50%

Fully synthetic oil D and

B100 fuel

40 to 50%

Fleet grade mineral oil A

and petroleum diesel

none

TABLE 3: A Qualitative Comparison of the Ring Groove

Condition for Mineral and Synthetic Oils Used in the Test
The combustion bowl on this engine is not directly in the
center of the piston head, and the two engines with
synthetic oils only had black, sticky deposits on about 40
to 50% of the top ring groove that is in the closest
proximity to the hot combustion bowl.

This qualitative comparison of the condition of the ring

groove deposits did give an indication that the synthetic
oils were performing better than the mineral oils,
however the synthetics were still unable to prevent ring
sticking from occurring in the top ring groove.
FUEL DILUTION INTO THE ENGINE LUBE OIL - The
viscosity data from the oil analysis showed significant
viscosity reductions in the biodiesel engines (Figure 8).
In the first 400 hours of operation, there was about 3 cST
average reduction in viscosity, which correlates with an
8% fuel dilution rate (new oil samples were pre-blended
with increments of 1% through 10% biodiesel fuel and
measured to be .35 cSt viscosity reduction for every 1%
of biodiesel fuel). 8% of the oil sump after 400 hours
operation is about .80 liter of fuel in the oil. This fuel in
the oil indicates there was liquid fuel leaving the
combustion chamber, past the rings and into the oil pan.
If the ring grooves or ring surfaces are hot enough, some
of this liquid biodiesel fuel can decompose and form hard
deposits.
Viscosity is the best indicator of fuel dilution since
standard lab procedures (measuring the presence of fuel
vapor in a heated lube oil sample) used to detect percent
fuel dilution cannot detect the presence of biodiesel in
the engine lube oil due to the high boiling curve of
biodiesel (320C to 350C) [18].
Viscosity vs Hours
Fleet Grade
Mineral Oil A
and B100 fuel

18

The viscosity of the lube oil changes in a curvilinear

manner for the biodiesel engines, therefore viscosity can
only be used as a casual indicator of the amount of
biodiesel found in the oil pan [18].
To get more a precise determination of biodiesel fuel in
oil, a higher resolution Gas Chromatography method
could be used to detect the specific distribution of
hydrocarbons in the fuel. It is possible that this type of
detailed analysis could accurately detect the level of
biodiesel fuel in used oil. The issue of "new" versus
"aged or polymerized" biodiesel may not be fully resolved
on the first attempt at measuring fuel content. This is
also an issue with petroleum diesel fuel analysis because
of the distribution of hydrocarbons in the fuel and
fractionation that occurs in the engine [21].
Oil B viscosity was rising significantly near the end of
the test, however this engine had a completely stuck top
and second ring which would have caused excessive
blowby, resulting in soot loading of the oil and viscosity
increase.
SOOT SOLIDS ANALYSIS - The soot solids oil analysis
(Figure 9) gave an indication at what time the rings may
have become completely stuck, since the soot loading of
the oil from exhaust gases going past the stuck rings
increases significantly. If it is assumed that the petroleum
diesel solids level had a normal rate of increase, then
Oil B (with B100 fuel) became stuck after 600 hours and
Oil A (with B100 fuel) became stuck after 800 hours. The
synthetic Oils C and D (with B100 fuel) exhibit a soot
solids level similar to the petroleum fueled engine with
Oil A.

Premium Mineral
Oil B and B100
fuel

14
12
10

Semi-synthetic
Oil C and B100
Fuel

8
6

Full synthetic Oil

D and B100 fuel

4
2
0
0

200

400 600
Hours

800 1000

Fleet Grade
Mineral Oil A
and Petroleum
Diesel fuel

FIGURE 8: Viscosity data from oil analysis showing

significant viscosity reduction for the Biodiesel engines
The engine run on petroleum diesel showed a
statistically significant more stable viscosity level than the
engines running with biodiesel (Figure 8).
One noticeable trend was the flattening out of the
Biodiesel engine viscosities after 400 hours. It has been
previously described that after the initial induction phase,
the viscosity will begin to rise after the process of
oxidation of the biodiesel fuel in the lube oil begins [22].

Soot Solids vs Hours

Fleet grade
Mineral Oil A
and B100 fuel

0.7
0.6
Soot Solids, % Volume

Viscosity @100C, cSt

16

Premium
Mineral Oil B
and B100 fuel

0.5
0.4

Semi-synthetic
Oil C and B100
fuel

0.3
0.2

Full synthetic
Oil D and B100
fuel

0.1
0
0

200 400 600 800 100

0
Hours

Fleet grade
mineral Oil A
and Petroleum
Diesel fuel

FIGURE 9: Comparison of the Soot Accumulation in the

Oils Showing Significant Increases for Oils A and B
Which Both Had the Most Severe Ring Groove Deposits

SUMMARY OF THE RESULTS AND

DISCUSSION
Piston skirt and ring groove deposits were discovered on
the four biodiesel engines and those deposits did not
occur on the petroleum diesel engine.
The deposits on the piston skirt and ring grooves on the
four biodiesel-fueled engines were found to be affected
by the type of lubrication oil. The oils with higher additive
levels had a significant impact on eliminating the
deposits on the piston skirt.
In addition, both of the mineral Oils A and B had the
most severe deposits in the ring groove resulting in
completely stuck top rings. The semi-synthetic and
synthetic Oils C and D had a significant impact on
reducing top ring groove deposits, however even these
synthetic oils still had the formation of a top ring sticking
condition at the completion of the 1000 hour test.
The synthetic base oils are more stable, and more
responsive to the additives used to extend oil life and
therefore it is expected that the synthetic formulation will
allow for more of the additives to be available to control
oxidation of the biodiesel fuel. Additionally, the synthetic
formulation should be better able to maintain its
properties and protect against engine deposits caused by
degraded or oxidized biodiesel fuel components.

CONCLUSIONS
All four of the B100 Biodiesel fueled engines had at least
one stuck top ring at the completion of the 1000 hour
test. As discussed in the introduction, the light loading of
the TRU application and the direct-injection combustion
could have contributed to excessive unburned fuel
getting past the rings and decomposing to form a deposit
in the ring grooves. The type of lube oil would have a
very limited effect in reducing deposits in the top ring
groove. The synthetic Oil D, and the semi-synthetic Oil
C, had better top ring groove condition for the Biodiesel
fueled engines than the mineral Oils A and B, however
even the synthetics were not able to protect the engines
from the formation of a stuck ring condition.
The higher additive level Oils B, C and D contributed to
the reduction in piston skirt deposits of the B100
Biodiesel fueled engines.

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Statement on the use of Biodiesel Fuel in Compression
Ignition Engines, February 2003
13. Consortium of FIE (fuel injection equipment)
Manufacturers, Delphi/ Stanadyne/ Denso/ Bosch, Fatty
Acid Methyl Ester Fuels as a Replacement or Extender
for Diesel Fuels, Diesel Fuel Injection Equipment
Manufacturers Common Position Statement, June 2000
14. EMA FQP-1A, Engine Manufacturers Association,
Recommended
Guideline
on
Diesel
Fuel,
http://www.enginemanufacturers.org, April 2002
15. Peterson, C.L.; Auld, D.L.; Technical Overview of
Vegetable Oil as a Transportation Fuel, FACT-Vol.12,
Solid Fuel Conversion for the Transportation sector,
ASME, 1991
16. Hansen, K.F.; Jensen, M. G.; Chemical and
Biological Characteristics of Exhaust Emissions from a
DI Diesel Engine Fuelled with Rapeseed Oil Methyl ester
(RME), SAE 971689, 1997

17. Worgetter, M.; Durability test of a tractor engine on a

test bench in pilot project Biodiesel, Austrian Institute for
Agricultural
Engineering
Research
Report
25,
Wieselburg/Austria, 1991

APPENDIX
CERTIFICATE OF ANALYSIS FOR THE TEST FUEL
ASTM D6751
LIMITS for
biodiesel
blendstock

18. Schumacher, L.G., Engine Oil Impact Literature

Search and Summary: A research activity designed to
determine biodiesel engine oil interactions, Submitted to
National Biodiesel Board, November 1996

BD020403

LOT NUMBER

19. McCormick, R.: Renewable Diesel Fuels: Status of

th
Technology and R & D Needs, US DOE, 8 Diesel
Emissions Reduction Conference (DEER), San Diego,
CA, August 2002
20.Schafer, A. Plant oil-methyl-esters as fuels for diesel
engines, Seminar of the Technical Academy,
Esslingen/Germany, 1991
21. Kennedy, Steve,
Development, 2003

ExxonMobil

Research

and

22. Wexler, H. "Polymerization of drying oils", Chemical

Reviews 64(6), 591-611. 1964

.02

0.00008

TOTAL GLYCERINE %

.24

0.1297

130 MIN

136.29

WATER & SEDIMENT,

% VOLUME

.050

0.01

CARBON RESIDUE %
MASS

.05 MAX

.0292

SULFATED ASH %
MASS

.02 MAX

.001

1.9-6.0

4.2138

FLASHPOINT, C

.00004

Total sulfur by UV
fluorescence % mass

Thomas R. Sem
Engine Applications Engineer
Corporation since 1981, MSME

FREE GLYCERINE %

KINEMATIC
VISCOSITY Cst, 40C

CONTACT

at

Thermo

King

FUEL SAMPLE

CETANE NUMBER

47 MIN

49.86
0

CLOUDPOINT C

tsem@thermoking.com
952-887-2603

COPPER
CORROSION
ACID NUMBER mg
KOH/gm
PHOSPHOROUS BY
ICP% MASS

3 MAX

1A

.80

.89

.001 MAX

0.0007

47.2

SOAP IN OIL, PPM

DISTILLATION AT
REDUCED
PRESSURE C
IODINE NUMBER

360 MAX

350

131