1,000 Hours of Durability Evaluation of a Prototype 2007 ...biodiesel.org/reports/20080601_gen-395.pdf · 2), were performed after 125 hours and 1,000 hours of durability testing

1,000 HOURS OF DURABILITY EVALUATION OF A

PROTOTYPE 2007 DIESEL ENGINE USING B20 BIODIESEL FUEL

FINAL REPORT

SwRI® Project No. 03.13090

Prepared For

National Biodiesel Board 3337a Emerald Lane

PO Box 104898 Jefferson City, MO 65110-4898

Prepared By

Michael D. Feist Imad A. Khalek, PhD

September 2007

Revised June 2008

SOUTHWEST RESEARCH INSTITUTE® P.O. Drawer 28510 6220 Culebra Road

San Antonio, Texas 78228-0510

1,000 HOURS OF DURABILITY EVALUATION OF A PROTOTYPE 2007 DIESEL ENGINE USING B20

BIODIESEL FUEL

FINAL REPORT

SwRI Project No. 03.13090

Prepared For

National Biodiesel Board 3337a Emerald Lane

PO Box 104898 Jefferson City, MO 65110-4898

September 2007 Revised June 2008

Prepared by: Reviewed by: ______________________________ _________________________________ Michael D. Feist, Terry L. Ullman Research Engineer Assistant Director Department of Engine and Vehicle Department of Engine and Vehicle Technology Technology and Approved by: _________________________________ ______________________________ Imad A. Khalek, PhD Daniel W. Stewart, Principal Engineer Director Department of Engine and Vehicle Department of Engine and Vehicle Technology Technology

ENGINE, VEHICLE, AND EMISSIONS RESEARCH DIVISION

This report shall not be reproduced, except in full, without the written approval of Southwest Research Institute®. Results and discussion given in this report relate only to the test it ems described in this report.

SwRI Report 03.13090 ii

FOREWORD

The work covered in this final report was performed for National Biodiesel Board (NBB) under Southwest Research Institute® (SwRI®) Proposal 03-47177A, dated January 17, 2007. The purpose of the program was to operate a 2007 Cummins ISL engine over a durability cycle for 1,000 hours using B20 biodiesel fuel. Emission measurements were performed at 125 and 1,000 hours of operation using ultra-low sulfur diesel (ULSD) fuel as well as B20 biodiesel fuel. Lube oil samples were extracted every 50 hours of accumulated durability operation and analyzed by SwRI. The lube oil analysis was funded by the Department of Energy National Renewable Energy Laboratory (DOE/NREL).

Cummins Inc. provided a prototype 2007 model year, 8.9 liter, 330 hp, Cummins ISL

diesel engine to SwRI for durability and emissions testing. A high- load durability cycle was performed for 1,000 hours using a B20 blend of soy-based biodiesel and commercially available ULSD fuel. Regulated emission measurements were performed at 125 and 1,000 hours of accumulated durability operation using emissions-grade B20 fuel as well as ULSD fuel which met the 2007 EPA specifications for emissions certification testing. Emissions testing was performed according to procedures outlined in the Code of Federal Regulations (CFR) Title 40 Part 86 Subpart N for heavy-duty on-highway engines. The test sequence for each fuel included one cold-start transient FTP test, three hot-start transient FTP tests, and one SET Ramped Modal Cycle (RMC).

This project was performed by the Department of Engine and Vehicle Technology in the

Engine, Vehicle, and Emissions Research Division of SwRI, under the supervision of Mr. Terry L. Ullman, Assistant Director and acting manager of the Diesel Technology Section. SwRI Project Manager was Dr. Imad A. Khalek, Principal Engineer, and SwRI Project Leader was Mr. Michael D. Feist, Research Engineer. The project was also supported by Mr. Matthew Marshell, Technician, Mr. Dan P. Marr, Staff Technician, and Mr. James E. Dittmar, Laboratory Supervisor.

The sponsors representatives were Mr. Tom Verry from National Biodiesel Board, Ms.

Jill Hamilton from Sustainable Energy Strategies, Mr. Michael O’donnel and Mr. Edward Lyford from Cummins, and Mr. Robert McCormick from DOE/NREL. NBB funding for this project was provided by the Federal Transit Administration.

SwRI Report 03.13090 iii

EXECUTIVE SUMMARY

One thousand hours of durability testing were run on a prototype model year 2007 Cummins ISL engine using B20 soy-based biodiesel blend with ultra low sulfur diesel (ULSD) fuel. The prototype engine was equipped with an aftertreatment system that consisted of a diesel oxidation catalyst (DOC) close-coupled to a diesel particulate filter (DPF) in a single body unit. Active regeneration of the DPF was accomplished via in-cylinder diesel fuel injection without any interference by the engine operator. Regulated emission measurements that included oxides of nitrogen (NOx), total hydrocarbon (THC), carbon monoxide (CO), particulate matter (PM), along with carbon dioxide (CO2), were performed after 125 hours and 1,000 hours of durability testing using one cold-start followed by three hot-start FTP transient runs and one run of the supplemental emission test (SET) ramped modal cycle (RMC). Emission testing was performed with two fuels; B20 and ULSD. Oil analyses were performed on a sample collected from the oil sump every 50 hours of engine operation, with an oil change interval occurring every 250 hours. The emissions of THC, CO, and PM were well below the 2007 standard with no statistical difference between B20 and ULSD. However, B20 resulted in about 6 to 6.5 percent higher NOx, and about 2.5 to 3.5 percent higher fuel consumption. The lube oil analys is showed an increase in soot mass and iron concentration by about one percent and 20 to 40 ppm, respectively, in 250 hours of engine operation prior to an oil change.

Throughout the 1,000 hours of durability operation using B20, the engine ran successfully without problems, except for two instances at 150 hours and 950 hours of engine operation. At 150 hours, an engine fault was triggered due to excessive blow-by ventilation system backpressure. This problem was resolved by replacing the existing crankcase filter with a new production design. After replacement, no crankcase related problems were encountered for the remainder of the testing. At 950 hours, an engine surge problem was resolved by replacing the fuel filter. SwRI recognized that the fuel filter had not been replaced throughout testing, although the engine manufacturer recommended replacement every 250 hours of engine operation.

Thus, with a current production crankcase ventilation filter and with routine fuel filter

changes, no fuel-specific problems are expected to be encountered within 1,000 hours of durability operation using B20.

SwRI Report 03.13090 iv

LIST OF ACRONYMS

General: Charge Air Cooler CAC Code of Federal Regulations CFR Diesel Particulate Filter DPF Brake Specific Fuel Consumption BSFC Environmental Protection Agency EPA Exhaust Gas Recirculation EGR Federal Test Procedure FTP Heated Flame Ionization Detector HFID National Biodiesel Board NBB National Renewable Energy Laboratory NREL Non-Dispersive Inferred NDIR Particulate Matter PM Ramped Modal Cycle RMC Southwest Research Institute SwRI Ultra-Low Sulfur Diesel ULSD Variable Geometry Turbocharger VGT Wide Open Throttle WOT

SwRI Report 03.13090 v

TABLE OF CONTENTS Page

FOREWORD .................................................................................................................................. ii EXECUTIVE SUMMARY ........................................................................................................... iii LIST OF ACRONYMS ..................................................................................................................iv LIST OF FIGURES ........................................................................................................................vi LIST OF TABLES ........................................................................................................................ vii 1.0 INTRODUCTION .............................................................................................................. 1 2.0 TECHNICAL APPROACH................................................................................................ 2 2.1 Test Engine ......................................................................................................................... 2 2.2 Test Fuels ............................................................................................................................ 3 2.3 Test Procedure..................................................................................................................... 4 3.0 RESULTS ........................................................................................................................... 9 3.1 Durability Results ............................................................................................................... 9 3.2 Emissions Results ............................................................................................................. 11 4.0 SUMMARY...................................................................................................................... 15 Appendix No. of Pages A Test Fuel Properties .............................................................................................................6 B Engine Lube Oil Analysis ....................................................................................................5 0 ..

SwRI Report 03.13090 vi

LIST OF FIGURES

Figure Page 1 Cummins ISL Diesel Engine Operating in a Durability Test Cell.......................... 2 2 Cummins ISL DPF Routing in a Durability Test Cell ............................................ 5 3 Cummins ISL Diesel Engine Installed in a Transient Test Cell ............................. 6 4 Cummins ISL DPF and Blow-by Routing in a Transient Test Cell ....................... 7 5 Emissions Measurement System Schematic ........................................................... 8 6 Engine Lube Oil Analysis Results for Soot Mass, Viscosity, Inflect, and Buffer 10 7 Concentration of Select Lube Oil Elements Sampled During the 1,000 Hour

Durability Testing ................................................................................................. 11 8 Full Load Torque and Power Map for a 8.9 Liter Cummins ISL Diesel Engine

When Operated With B20 Biodiesel Fuel at 125 Hours and 1,000 Hours of Accumulated Durability Operation....................................................................... 12

0 ..

SwRI Report 03.13090 vii

LIST OF TABLES

Table Page 1 Test Fuel Titles, Fuel Codes, and Descriptions ...................................................... 3 2 Select Fuel Properties.............................................................................................. 4 3 Summary of Normalized Emission Results for a Cummins ISL Engine AFter 125

Hours of Durability Operation On B20 Fuel ........................................................ 13 4 Summary of Normalized Emission Results for a Cummins ISL Engine AFter

1,000 Hours of Durability Operation on B20 Fuel ............................................... 14

SwRI Report 03.13090 1 of 15

1.0 INTRODUCTION

The National Biodiesel Board contracted SwRI to perform durability and emission testing with a prototype 2007 model year Cummins heavy-duty diesel engine using B20 biodiesel fuel. The objective of the program was to operate the Cummins engine over a 1,000-hour durability sequence using commercially available B20 biodiesel fuel. Regulated emissions were evaluated at 125 hours and 1,000 hours of operation using B20 fuel as well as ULSD fuel. Lube oil samples were taken every 50 hours of operation for analysis by SwRI.

Cummins Inc. provided a 2007 model year, prototype, 8.9 liter, ISL diesel engine for the

durability and emissions test work. Soy-based biodiesel fuel was blended with commercially available ULSD fuel for the durability-grade B20 fuel, which was provided by Sun Coast Resources. The same soy-based biodiesel was blended by SwRI with 2007 certification ULSD for the emissions-grade B20 fuel used during emission testing. The same 2007 certification ULSD fuel was also used for the ULSD emission testing.

A proprietary, high load cycle was performed to accumulate 1,000 hours of durability

testing. Regulated emission testing was performed at 125 and 1,000 hours of accumulated durability operation using emissions-grade B20 biodiesel fuel as well as emissions-grade ULSD fuel. Emission testing included one cold-start transient FTP test, three hot-start transient FTP tests, and one SET Ramped Modal Cycle (RMC).


2.0 TECHNICAL APPROACH

2.1 Test Engine

A prototype 2007 model year Cummins ISL engine, shown in Figure 1, was provided by Cummins Inc. for the biodiesel durability and emissions test program. The 8.9 liter heavy-duty, on-highway diesel engine produced a 268 kW on emissions-grade B20 fuel. The inline 6-cylinder engine had a rated speed of 2100 rpm and peak torque of 1708 N·m at 1400 rpm with emissions-grade B20 fuel. The engine was equipped with a diesel oxidation catalyst (DOC) followed by a catalyzed diesel particulate filter (DPF) that use diesel fuel post injection (in-cylinder) for active regeneration. The engine had a variable geometry turbocharger (VGT) and a high-pressure exhaust gas recirculation (EGR) with an EGR cooler.

FIGURE 1. CUMMINS ISL DIESEL ENGINE OPERATING IN A DURABILITY TEST

CELL


2.2 Test Fuels

The neat soy-based biodiesel used for blending the durability and emission test fuels was procured from Sun Coast Resources, Inc. out of Houston, Texas. The B100 met the fuel quality specifications listed in ASTM D6751-07b. The durability test fuel was a B20 blend of the neat soy-based biodiesel and a commercially available ULSD fuel. The durability fuel was blended by Sun Coast Resources and delivered to SwRI. Approximately 17,000 gallons of durability B20 biodiesel fuel was used during the 1,000-hours of durability testing.

SwRI also procured eight 55-gallon drums of the neat biodiesel from Sun Coast

Resources. The drummed biodiesel was blended by SwRI with an emissions grade 2-D, ultra-low sulfur diesel fuel which met the 2007 EPA specifications for emissions certification testing. This emissions-grade B20 biodiesel fuel was used only during emissions testing. In addition to the emissions-grade B20 fuel, emissions testing was also performed with straight 2007 certification ULSD fuel. The 2007 certification fuel used for blending and testing was obtained from Haltermann Products, batch number VC3021LS10, and internally identified at SwRI as EM-6328-F.

Table 1 summarizes the fuels used during the program, and Table 2 provides information

on some selective fuel properties while detailed fuel analyses can be found in Appendix A. Fuel analyses were performed by SwRI for fuels EM-6353-F, EM-6365-F, and EM-6354-F, while the Certificate of Analysis from Haltermann Products was included for EM-6328-F.

TABLE 1. TEST FUEL TITLES, FUEL CODES, AND DESCRIPTIONS

Fuel Title SwRI Fuel Code Description Neat Biodiesel EM-6353-F B100 used to blend durability and emissions B20

test fuels 2007 Cert. ULSD EM-6328-F Used during emissions testing and to blend EM-

6354-F Durability-Grade B20 EM-6365-F Blended with EM-6353-F and commercially

available ULSD fuel -- used during durability operation

Emissions-Grade B20 EM-6354-F Blended with EM-6353-F and EM-6328 -- used during emissions testing


TABLE 2. SELECT FUEL PROPERTIES

B20-Emission-

Grade

B20-Durability-

Grade B100

ULSD1

ASTM Test Test Property / Description Units EM-6354-F EM-6365-F

EM-6353-F

EM-6328-F

D2500 Cloud Point Deg C -5 2 0°C N/A D445 Viscosity @ 40 deg C cSt 2.969 2.576 4.127 N/A D482 Ash Content mass % <0.001% <0.001% 0.0067 N/A D4951 Phosphorus ppm <5 <5 <5 N/A D5453 Total Sulfur ppm 8.7 5 3.4 11 D613 Cetane Number 48.6 52.7 53.1 44 D86 Distillation

IBP deg C 192 155 314 192 5% Evaporated deg C 206 187 346 212 10% Evaporated deg C 219 201 348 219 15% Evaporated deg C 228 211 349 N/A 20% Evaporated deg C 237 220 347 231 30% Evaporated deg C 264 239 347 243 40% Evaporated deg C 270 258 347 256 50% Evaporated deg C 284 274 348 267 60% Evaporated deg C 297 290 348 278 70% Evaporated deg C 309 305 348 289 80% Evaporated deg C 320 318 349 301 90% Evaporated deg C 330 330 350 316 95% Evaporated deg C 338 337 352 329 FBP deg C 343 344 365 337

1 Fuel analysis as supplied by Fuel Supplier

2.3 Test Procedure

Durability operation was performed at SwRI in a steady-state durability test cell. Figure 1 shows the Cummins ISL engine during durability operation, while Figure 2 shows the DPF installation in the durability test cell.


FIGURE 2. CUMMINS ISL DPF ROUTING IN A DURABILITY TEST CELL

Prior to durability operation, the ISL engine’s turbocharger assembly was replaced due to a damaged impeller and a final calibration update was performed. The intake air restriction, exhaust restriction, charge air cooler (CAC) restriction, CAC outlet temperature, and engine coolant outlet temperature were set according to the engine manufacturer’s specifications. The engine was operated at rated power and peak torque to verify engine performance. While operating in the durability test cell, a number of engine and test cell parameters were monitored. A limited number of key engine parameters were recorded at 1 Hz, whereas, all monitored engine and test cell data were recorded hourly.

The durability test cell was computer controlled and incorporated a number of automated

safety functions that allowed the test cell to operate continuously. The engine was shut down every 25 hours to check engine lube oil levels and test cell hardware. The engine lube oil and lube oil filter were changed every 250 hours of accumulated durability operation, while lube oil samples were taken every 50 hours of durability operation

During durability testing, the engine was operated over a proprietary high- load,

accelerated durability cycle. Approximately 60 percent of the cycle was at rated power, 15

DPF

Turbocharger Outlet


percent of the cycle was at peak torque, and 25 percent of the cycle was at low and high idle. The cycle was repeated for the duration of the 1000 hr durability test.

After 125 hours and again after 1,000 hours of accumulated durability operation, the

Cummins ISL engine was removed from the durability test cell and installed in a transient emissions test cell. Figure 3 shows the test engine installed in the transient cell during the 125-hour emissions testing.

FIGURE 3. CUMMINS ISL DIESEL ENGINE INSTALLED IN A TRANSIENT TEST

CELL

Figure 4 shows the DPF and blow-by routing in the transient test cell. The DPF inlet was approximately 1 meter from the outlet of the turbocharger. Because the Cummins ISL engine used an open crankcase ventilation system, the blow-by gases were routed into the engine’s exhaust pipe, after the DPF. A heated, stainless steel pipe was used to route the blow-by from the crankcase ventilation filter to the exhaust pipe. To prevent condensation and artificial cooling, the blow-by pipe temperature was maintained at the maximum blow-by gas temperature observed during operation at rated power and peak torque of 54 °C.


FIGURE 4. CUMMINS ISL DPF AND BLOW-BY ROUTING IN A TRANSIENT TEST

CELL

The engine was tested according to procedures outlined in the Code of Federal Regulations (CFR) Title 40 Part 86 Subpart N for heavy-duty on-highway engines. The test sequence conducted on the engine included one cold-start transient FTP test, three hot-start transient FTP tests, and one SET Ramped Modal Cycle (RMC). This sequence of tests was performed using both the emissions-grade B20 biodiesel fuel as well as the 2007 certification ULSD fuel. All measurements were made using dilute sampling techniques with a full flow CVS dilution tunnel. A schematic of the emissions sampling system is shown in Figure 5.

Heated Stainless Steel Blow-by Pipe


Filter Pack

Engine

Gas Meter

Pump

Bag Sample

Gas Analyzer

Sample Line

Heated Line

90mm PM Filters

SampleZone

Heat Exchanger

CO, CO2, HC, and NOx Background Bag Sample PM

ExhaustPipe

Particulate Filter

HoribaMEXA 7200

(HC, CO, CO2, NOx)

Positive DisplacementPump (PDP)

DilutionAir

10 DiametersMixingOrifice

FIGURE 5. EMISSIONS MEASUREMENT SYSTEM SCHEMATIC

Regulated emissions of total hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate matter (PM) were measured for each test. The total hydrocarbons were measured using continuous sampling techniques with a heated flame ionization detector (HFID). The NOx levels were measured continuously using a chemiluminescent analyzer. Carbon monoxide (CO) and carbon dioxide (CO2) were measured continuously using NDIR analyzers. The PM level for each test was determined using a 2007-type PM dilute sampling system that collected particulate matter on 47 mm Teflo™ filter media. Each filter was weighed before and after sampling to establish the mass accumulated for the given emissions test.


3.0 RESULTS

3.1 Durability Results

The 1,000-hour durability testing with soy-based B20 biodiesel fuel was successful. Other than the exceptions listed below, the engine showed no significant changes in operation or performance throughout the test. With the high load durability cycle, DPF regeneration was not a problem.

At 150 hours of durability operation, the engine began leaking lube oil from the filler cap

on the valve cover. It was also observed that there was no blow-by flow from the open crankcase ventilation system even at high load operation; while blow-by flow had been evident earlier in the program. Furthermore, an engine fault code related to the crankcase pressure became active. Removal of the crankcase ventilation system filter remedied the problems described above.

According to Cummins, the maintenance interval for replacement of the crankcase

ventilation filter was 80,000 miles or 2,000 hours of field operation. Due to the acceleration factor of the durability cycle, Cummins did not expect to replace the filter until 975 hours of durability operation. A new replacement crankcase ventilation filter was supplied by Cummins and installed on the engine. According to Cummins, the new replacement filter is the one used in current production engines and the failed filter was an old design. The new replacement filter had several additional passages as well as a spring loaded bypass port, compared to the older version. SwRI was not able to independently confirm whether or not the problem encountered with the blow-by filter was fuel-specific. However, the new replacement filter was used throughout the rest of the project for over 850 hours without any crankcase related problems.

At approximately 950 hours of accumulated durability operation, the engine began

surging when operated at rated speed and full load. An engine fault code also activated stating the injector metering pressure was below normal. After several days of interaction with Cummins, the problem remained unresolved. SwRI finally recognized that the fuel filter had not been changed during the project. Although not communicated to SwRI prior to the filter failure, the Cummins specified maintenance interval for the fuel filter replacement is 500 hours of field operation. Due to the acceleration factor of the durability cycle, the fuel filter should have been replaced every 250 hours. After replacing the fuel filter, the engine resumed normal operation and the active engine fault cleared. SwRI was not able to independently confirmed whether or not this problem was fuel-specific.

Engine lube oil analysis was performed by SwRI on samples collected every 50 hours of

durability operation. As mentioned previously, the lube oil and lube oil filter was replaced every 250 hours of durability operation. Approved by Cummins, the engine lube oil used during the program was Valvoline Premium Blue, SAE 15W-40, API Services CJ-4, CI-4, CH-4, and DF/SL. A comprehensive summary of the lube oil analysis is included in Appendix B.


Figure 6 shows the soot mass, viscosity, inflect, and buffer lube oil results measured during the 1,000-hour durability testing, while Figure 7 shows the concentration of select elements measured in the lube oil. A fresh lube oil sample was analyzed at 0 hours of testing. Oil changes occurred at 250, 500, and 750 hours of durability operation after the lube oil samples were collected. Although an oil change occurred at 250 hours, an oil sample was not collected at 250 hours of operation.

Soot mass in the lube oil increased by about one percent and iron increased by about 20

to 40 ppm after 250 hours of engine operation. During the first 250 hours of engine operation, copper increase was also observed.

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

0 100 200 300 400 500 600 700 800 900 1000 1100

Oil Sample [hours]

Soo

t M

ass

[%]

-7

-2

3

8

13

18

Vis

cosi

ty [

cSt]

and

Infle

ct, B

uffe

r [m

g K

OH

/g]

Soot mass % Oil Change Viscosity cSt Inflect mg KOH/g Buffer mg KOH/g

Fresh Oil at 0 Hours

FIGURE 6. ENGINE LUBE OIL ANALYSIS RESULTS FOR SOOT MASS, VISCOSITY,

INFLECT, AND BUFFER


0

20

40

60

80

100

120

0 100 200 300 400 500 600 700 800 900 1000 1100

Oil Sample [hours]

Cu

, Fe,

Si C

on

cen

trat

ion

[p

pm

]

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Ca,

Mg

, P, Z

n C

on

cen

trat

ion

[p

pm

]

Cu ppmFe ppmSi ppmOil ChangeCa ppmMg ppmP ppmZn ppm

Fresh Oil at 0 Hours

FIGURE 7. CONCENTRATION OF SELECT LUBE OIL ELEMENTS SAMPLED

DURING THE 1,000 HOUR DURABILITY TESTING

3.2 Emissions Results

After installation in a transient emissions test cell, the engine settings were verified and a power validation procedure was performed by operating the engine at full load and at rated speed and peak torque speed using emissions-grade B20 biodiesel fuel. Using an 8 rpm per second speed sweep, a full load torque map was generated. Figure 8 shows the full load torque and power maps for the Cummins ISL engine when operated on emissions-grade B20 fuel at the 125-hour and 1,000-hour test intervals. As shown from the torque and power traces, engine performance was essentially the same when tested at 125 and 1,000 hours of accumulated durability operation. The B20, 125-hour, full load torque map was used to generate the transient FTP test cycle and the ramped modal cycle (RMC) test cycle. In order to keep testing consistent between fuels and between the 125-hour and 1,000-hour test intervals, the command cycles generated with the emissions-grade B20 fuel at the 125-hour test were used throughout the program.

After performing emission tests with emissions-grade B20, the test fuel was changed to

2007 EPA certification ULSD. The fuel change was performed by removing the fuel supply and return hoses from the engine and purging the system with ULSD fuel. Engine and laboratory fuel filters were also replaced. After reassembling the fuel system, the engine was operated at rated power for approximately one hour with ULSD fuel to further purge the system.


0

200

400

600

800

1000

1200

1400

1600

1800

500 750 1000 1250 1500 1750 2000 2250 2500

Speed [rpm]

To

rqu

e [N

-m]

0

50

100

150

200

250

300

Po

wer

[kW

]

Torque 125-HourTorque 1000-HourPower 125-HourPower 1000-Hour

FIGURE 8. FULL LOAD TORQUE AND POWER MAP FOR A 8.9 LITER CUMMINS

ISL DIESEL ENGINE WHEN OPERATED WITH B20 BIODIESEL FUEL AT 125 HOURS AND 1,000 HOURS OF ACCUMULATED DURABILITY OPERATION

Prior to the commencement of the project, an agreement between the National Biodiesel Board and Cummins Inc. was reached regarding the presentation of the emission results. Per the agreement, SwRI was only permitted to release normalized emission results. Furthermore, emission results from the 125-hour and 1,000-hour testing were to be isolated, showing no comparison between the initial and final testing. With those limitations, the only evaluations performed were between the B20 biodiesel fuel and ULSD fuel at the 125-hour and 1,000-hour emission tests.

Table 3 shows the normalized emission results for the 125-hour emissions testing. The

emission results were normalized using the 125-hour ULSD hot-start mean emission value for each pollutant. With the use of a DPF, the HC, CO, and PM emission levels were all well below the regulatory standards, causing increased measurement variability. A t-Test comparison was performed on the B20 and ULSD hot-start tests to determine if the mean values were equal. Hot-start t-Test values less than 0.05 indicated there was a 95 percent chance or greater that the mean values were distinct. Due to the higher variability for the low levels of HC, CO, and PM measurements, the B20 and ULSD hot-start mean values were not significantly different at the 5 percent significance level. However, the hot-start mean NOx, CO2, and brake-specific fuel consumption (BSFC) values were significantly different at the 5 percent significance level. NOx levels increased 5.9 percent with the emissions-grade B20 biodiesel fuel as compared to the ULSD fuel over the hot-start triplicate testing. Carbon dioxide increased 0.5 percent and BSFC increased 2.6 percent with B20 fuel over hot-start testing. The increase in fuel consumption with


the B20 was expected due to the lower energy content of B20 fuel compared to that of ULSD. Reported on a mass basis, BSFC differences were inline with typical energy differences between ULSD and B20 fuel. The increase in NOx was also expected due to the presence of oxygen in the fuel that promotes the formation of NOx in internal combustion engines.

TABLE 3. SUMMARY OF NORMALIZED EMISSION RESULTS FOR A CUMMINS ISL ENGINE AFTER 125 HOURS OF DURABILITY OPERATION ON B20 FUEL

Test

Description Test Name HC1 CO1 NOx PM1 CO2 BSFCCold Start 1 0.00 6.91 0.98 6.35 1.03 1.05Hot Start 1 0.16 0.57 1.05 1.46 1.00 1.03

125-Hour Hot Start 2 1.11 1.08 1.06 1.41 1.00 1.02B20 Hot Start 3 1.54 0.72 1.06 1.31 1.01 1.03

RMC 2.67 0.83 0.83 1.85 0.88 0.90C/H Composite 0.14 1.47 1.04 2.15 1.01 1.03Hot Start Ave. 0.94 0.79 1.06 1.39 1.00 1.03Hot Start COV 75% 33% 0.6% 5.3% 0.2% 0.2%

Cold Start 1 0.00 8.32 0.93 0.69 1.03 1.03Hot Start 1 2.37 1.00 1.00 1.33 1.00 1.00

125-Hour Hot Start 2 0.57 0.76 1.00 0.70 1.00 1.00Cert. ULSD Hot Start 3 0.06 1.24 1.00 0.97 1.00 1.00

RMC 2.07 0.95 0.79 1.40 0.89 0.89C/H Composite 2.03 2.04 0.99 1.24 1.01 1.01

Hot Start Ave. 2 1.00 1.00 1.00 1.00 1.00 1.00Hot Start COV 120% 24% 0.3% 31% 0.2% 0.2%

RMC 29% -13% 4.4% 32% -0.2% 1.9%% Difference C/H Composite -93% -28% 4.7% 74% 0.3% 2.4%

(B20-ULSD)/ULSD Hot Start Ave. -6.1% -21% 5.9% 39% 0.5% 2.6%Hot Start t-Test3 0.944 0.368 0.0002 0.101 0.044 0.0001

1BSHC, BSCO, and BSPM are well below the regulatory standards.

2Test results were normalized using the ULSD hot start average emission values.3 Values less than 0.05 indicate hot start mean values are significantly different at the 5 % significance level.

Normalized Brake-Specific Emissions Results2

Table 4 shows the normalized Cummins ISL 1,000-hour emission results. The results were normalized using the 1,000-hour ULSD hot-start mean emission value for each pollutant. Similar to the 125-hour test results, it is difficult to quantify a change in HC, CO, and PM emission results due to the very low emission levels and higher variability of the data. For the 1,000-hour test, the mean hot-start NOx level increased 6.5 percent with B20 fuel as compared to the ULSD test results. The mean hot-start BSFC increased 3.4 percent and CO2 increased 1.7 percent with B20 biodiesel fuel as compared to the straight ULSD fuel.


TABLE 4. SUMMARY OF NORMALIZED EMISSION RESULTS FOR A CUMMINS ISL ENGINE AFTER 1,000 HOURS OF DURABILITY OPERATION ON B20 FUEL

TestDescription Test Name HC1 CO1 NOx PM1 CO2 BSFC


1000-Hour Hot Start 2 35.4 0.43 1.06 0.71 1.02 1.03B20 Hot Start 3 28.1 0.47 1.07 0.92 1.02 1.03

RMC 33.1 0.36 0.81 0.76 0.89 0.90C/H Composite 36.2 0.80 1.05 0.69 1.02 1.04Hot Start Ave. 35.3 0.44 1.06 0.78 1.02 1.03Hot Start COV 20% 7% 0.8% 15.3% 0.1% 0.1%


1000-Hour Hot Start 2 0.00 0.80 1.01 0.90 1.00 1.00Cert. ULSD Hot Start 3 3.00 0.87 1.00 1.21 1.00 1.00

RMC 55.0 0.34 0.76 3.86 0.89 0.89C/H Composite 0.00 1.86 0.98 0.91 1.01 1.01

Hot Start Ave. 2 1.00 1.00 1.00 1.00 1.00 1.00Hot Start COV 170% 29% 1.1% 18% 0.2% 0.2%

RMC -40% 4.1% 6.7% -80% 0.5% 2.2%% Difference C/H Composite N/A -57% 7.6% -24% 1.4% 3.1%

(B20-ULSD)/ULSD Hot Start Ave. 3400% -56% 6.5% -22% 1.7% 3.4%Hot Start t-Test3 0.001 0.028 0.001 0.151 0.0002 0.00001

1BSHC, BSCO, and BSPM are well below the regulatory standards.

2Test results were normalized using the ULSD hot start average emission values.3 Values less than 0.05 indicate hot start mean values are significantly different at the 5 % significance level.

Normalized Brake-Specific Emissions Results2

As specified in the agreement between NBB and Cummins, no comparison was made between the 125-hour and 1,000- hour emission test results.


4.0 SUMMARY

SwRI performed durability and emissions test work for the National Biodiesel Board using a prototype, 2007 model year Cummins ISL diesel engine. The Cummins engine performed 1,000 hours of durability operation using soy-based B20 biodiesel fuel. Emission testing was performed at 125 and 1,000 hours of durability operation. Emissions testing included one cold-start transient FTP test, three hot-start transient FTP tests, and one SET Ramped Modal Cycle (RMC).

The Cummins ISL engine completed the 1,000-hour durability with no significant change

in engine performance or operation. A crankcase ventilation filter backpressure problem occurred at 150 hours of engine operation. The problem was resolved for the remainder of testing by replacing the crankcase filter with a current production replacement filter that was provided by Cummins. Replacement of the fuel filter resolved an engine surge problem that occurred at 950 hours of durability operation. Although the manufacturer recommended fuel filter changes every 250 hours of engine operation, a single filter was used through 950 hours of operation.

Both the 125-hour and 1,000-hour emission results showed an increase in NOx and BSFC

on emissions-grade B20 biodiesel fuel as compared to ULSD fuel. On B20 and ULSD fuels, emission of HC, CO, and PM were similar and well below the applicable emission standards with the use of a DPF exhaust aftertreatment device.

APPENDIX A

TEST FUEL PROPERTIES

SPECIFICATION FOR

BIODIESEL (B100) – ASTM D6751-07b

March 2007

Biodiesel is defined as the mono alkyl esters of long chain fatty acids derived from vegetable oils or animal fats, for use in compression-ignition (diesel) engines. This specification is for pure (100%) biodiesel prior to use or blending with diesel fuel. #

Property ASTM Method Limits Units

Calcium & Magnesium, combined EN 14538 5 max ppm (ug/g)

Flash Point (closed cup) D 93 93 min. Degrees C

Alcohol Control (One of the following must be met)

1. Methanol Content EN14110 0.2 Max % volume

2. Flash Point D93 130 Min Degrees C

Water & Sediment D 2709 0.05 max. % vol.

Kinematic Viscosity, 40 C D 445 1.9 - 6.0 mm2/sec.

Sulfated Ash D 874 0.02 max. % mass Sulfur S 15 Grade S 500 Grade

D 5453 D 5453

0.0015 max. (15) 0.05 max. (500)

% mass (ppm) % mass (ppm)

Copper Strip Corrosion D 130 No. 3 max.

Cetane D 613 47 min.

Cloud Point D 2500 Report Degrees C

Carbon Residue 100% sample D 4530* 0.05 max. % mass

Acid Number D 664 0.50 max. mg KOH/g

Free Glycerin D 6584 0.020 max. % mass

Total Glycerin D 6584 0.240 max. % mass

Phosphorus Content D 4951 0.001 max. % mass

Distillation, T90 AET D 1160 360 max. Degrees C

Sodium/Potassium, combined EN 14538 5 max ppm

Oxidation Stability EN 14112 3 min hours

Workmanship Free of undissolved water, sediment, & suspended matterBOLD = BQ-9000 Critical Specification Testing Once Production Process Under Control

* The carbon residue shall be run on the 100% sample.

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S 15 Grade S 500 Grade D 5453 D 5453 0.0015 max. (15) 0.05 max. (500) % mass (ppm) % mass (ppm)

B20-Emission B20-Durability-Grade B100 ASTM

Test Test Property / Description Units

D2 blend Requirement

EM-6354-F Results EM-6365-F Results EM-6353-F Results

D130 Copper Corrosion Strip Rating 3 max. 1B 1A 1A D2274 Accelarated Stabilitity Filterable Insoluble mg/100ml 0.4 0.3 N/A Adherent Insoluble mg/100ml 0.2 0.0 N/A Total Insolubles mg/100ml 10 max. 0.6 0.3 N/A D2500 Cloud Point Deg C Note 1 -5 2 0°C D2709 Water & Sediment 0.05 max. Total Volume Vol% 0.01 0.01 0.01 Description Clear & Bright Clear & Bright Clear & Bright D445 Viscosity @ 40 deg C cSt 1.9~4.1 2.969 2.576 4.127 D482 Ash Content mass % 0.01 max. <0.001% <0.001% 0.0067

D4951 Phosphorus ppm 0.001 %

max. <5 <5 <5

D524 Ramsbottom Carbon on 10% distillation wt% 0.35 max. 0.07 0.06 N/A

D5453 Total Sulfur ppm 8.7 5 3.4 D6079 Lubricity by HFRR 46 max. Major Axis mm 0.22 0.2 N/A Minor Axes mm 0.16 0.15 N/A Wear Scar Diameter mm 0.19 0.175 N/A Wear Scar Description lightly abraded oval lightly abraded oval N/A Fuel Temperature degC 60 60 N/A D613 Cetane Number 43 min. 48.6 52.7 53.1

D6584 1 Free Glycerin wt% N/A N/A <0.005

Total Glycerin wt% N/A N/A 0.168

Monoglyceride wt% N/A N/A 0.532

Diglyceride wt% N/A N/A 0.172

Triglyceride wt% N/A N/A 0.040

A-2

D664 Inflection Point mg KOH/g N/A N/A 0.09

Buffer End Point mg KOH/g <0.05 <0.05 0.07

D7111 Alkali metals Sodium (Na) ppm Nd <1 <1 <1 Potassium (K) ppm Nd <1 <1 4.531 Alkaline metals Magnesium (Mg) ppm Nd <1 <1 0.106 Calcium (Ca) ppm Nd 0.262 <1 1.023

D874 Sulfated Ash wt% <0.001 D93 Flash Point Deg F 175 143 290 Flash Point Deg C 52 min. 79.4 61.7 143.3 EN14112 Rancimat Run 1 hours >12 hrs 9.2 3.8 Run 2 hours >12 hrs 10.9 3.8 Average hours >12 hrs 10 3.8

D86 Distillation IBP deg C 192 155 314 5% Evaporated deg C 206 187 346 10% Evaporated deg C 219 201 348 15% Evaporated deg C 228 211 349 20% Evaporated deg C 237 220 347 30% Evaporated deg C 264 239 347 40% Evaporated deg C 270 258 347 50% Evaporated deg C 284 274 348 60% Evaporated deg C 297 290 348 70% Evaporated deg C 309 305 348 80% Evaporated deg C 320 318 349 90% Evaporated deg C 330 330 350 95% Evaporated deg C 338 337 352 FBP deg C 343 344 365 Recovered mL 97.7 97.9 1%

A-3

Residue mL 1 0.9 0% Loss mL 1.3 1.2 N/A Pressure corrected IBP deg C 192 155 N/A Pressure corrected 10% deg C 222 204 N/A Pressure corrected 50% deg C 286 276 N/A Pressure corrected 90% deg C 343 max. 332 331 N/A Pressure corrected FBP deg C 343 344 N/A EN14078 FAME Content vol% +/- 2% 20.8 20.7 N/A NOTES

1 ASTM D-6584 is not applicable to vegetable oil methyl esters obtained from lauric oils (e.g. coconum, palm oil)

2 ASTM D-7111 (ICP) is substituted.

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EM-6328-F 2007 Cert. ULSD

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APPENDIX B

ENGINE LUBE OIL ANALYSIS

Property Result Rep# 431171 432291 432292 435758Fixed RecvDate 5/11/2007 10:49 5/17/2007 10:00 5/17/2007 10:00 6/13/2007 10:22

WrkSheet 71732 71732 71732 71732ProjName OB OB OB OBLabNum 364334 365020 365021 367801SOilCode 0Hr 50Hr 100Hr 150hrSampTag 50907 51107 51407 60407

CEC Soot Soot mass % 0.05 0.37 0.6 0.85D445 100c Viscosty cSt 14.54 13.84 13.85 14.1D4739 TBN Inflect mg KOH/g 8.11 6.47 6.53 6.16

Buffer mg KOH/g 7.82 5.54 5.05 4.36D5185 Al ppm 1 2 2 3

Sb ppm 2 1 1 3Ba ppm <1 <1 <1 <1B ppm 14 8 9 19

Ca ppm 1392 1384 1463 1814Cr ppm <1 <1 1 12Cu ppm 4 5 6 57Fe ppm 4 12 20 64Pb ppm 1 2 3 4Mg ppm 764 768 780 723Mn ppm <1 <1 1 2Mo ppm 50 51 54 64Ni ppm <1 <1 <1 13P ppm 1089 1058 1059 1112Si ppm 8 9 10 13Ag ppm <1 <1 <1 <1Na ppm 5 <5 5 8Sn ppm <1 <1 <1 6Zn ppm 1264 1238 1269 1362K ppm <5 <5 <5 <5Sr ppm <1 <1 <1 <1V ppm <1 <1 <1 <1Ti ppm <1 <1 <1 <1Cd ppm <1 <1 <1 <1

B-1

Property Result Rep#Fixed RecvDate

WrkSheetProjNameLabNumSOilCodeSampTag

CEC Soot Soot mass %D445 100c Viscosty cStD4739 TBN Inflect mg KOH/g

Buffer mg KOH/gD5185 Al ppm

Sb ppmBa ppmB ppmCa ppmCr ppmCu ppmFe ppmPb ppmMg ppmMn ppmMo ppmNi ppmP ppmSi ppmAg ppmNa ppmSn ppmZn ppmK ppmSr ppmV ppmTi ppmCd ppm

435759 436137 436924 4369256/13/2007 10:22 6/18/2007 15:40 6/25/2007 13:58 6/25/2007 13:58

71732 71732 71732 71732OB OB OB OB

367802 368200 368891 368892200hr 300hr 350hr 400hr60807 61407 61607 619071.14 0.37 0.66 0.9514.34 13.9 14.05 14.365.57 7.72 7.64 7.143.69 6.6 5.93 4.78

4 2 2 23 <1 <1 <1

<1 <1 <1 <115 25 16 12

1811 1880 1844 183912 2 2 354 8 8 976 15 21 285 1 1 2

743 724 782 8362 <1 <1 <1

63 58 54 5313 2 2 2

1097 1128 1114 111114 4 6 6<1 <1 <1 <19 5 5 55 <1 <1 <1

1355 1350 1350 13775 <5 <5 <5

<1 1 <1 1<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1

B-2






436926 436927 437833 4378346/25/2007 13:58 6/25/2007 13:58 7/2/2007 15:43 7/2/2007 15:43

71732 71732 71732 71732OB OB OB OB

368893 368894 369516 369517450hr 500hr 550hr 600hr62107 62307 6/26/2007 6/28/2007

1.3 1.46 0.5 0.814.5 14.8 13.59 13.716.6 6.4 7.07 6.84

4.69 4.04 5.84 5.413 3 2 2

<1 <1 <1 <1<1 <1 <1 <110 8 4 3

1853 1784 1250 12563 3 <1 19 9 2 237 43 12 172 2 <1 <1

854 849 815 832<1 <1 <1 <153 53 46 482 2 <1 <1

1100 1083 1053 10537 7 5 6

<1 <1 <1 <16 6 <5 <5

<1 <1 <1 <11391 1395 1216 1234<5 <5 <5 <5<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1

B-3






437835 437836 438403 4384047/2/2007 15:43 7/2/2007 15:43 7/9/2007 13:50 7/9/2007 13:50

71732 71732 71732 71732OB OB OB OB

369518 369519 370054 370055650hr 700hr 750hr 800hr

6/30/2007 7/2/2007 7/4/2007 7/8/20071.16 1.42 1.75 0.5214.08 14.45 14.86 14.876.16 5.63 5.09 6.834.24 4.04 3.52 6.11

2 2 2 2<1 <1 <1 <1<1 <1 <1 <13 7 3 1

1283 1299 1320 11692 2 2 12 2 3 <126 33 42 14<1 1 2 <1851 860 874 838<1 <1 <1 <149 49 50 47<1 <1 <1 <1

1067 1042 1036 10336 7 6 4

<1 <1 <1 <15 6 7 <5

<1 <1 <1 <11267 1273 1315 1208<5 <5 <5 <5<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1

B-4






440000 440001 443544 4435457/20/2007 10:11 7/20/2007 10:11 8/14/2007 15:44 8/14/2007 15:44

71732 71732 71732 71732OB OB OB OB

371163 371164 373787 373788850hr 900hr 950hr 1000hr

7/10/2007 7/12/20070.78 1.11 1.44 1.71

14.23 14.43 14.58 14.986.62 5.97 5.25 4.814.65 3.9 3.52 3.06

2 2 2 2<1 <1 <1 <1<1 <1 <1 <12 2 3 3

1184 1211 1231 12522 2 3 41 2 2 320 27 39 60<1 <1 1 1837 856 864 872<1 <1 <1 <148 48 50 50<1 1 2 2

1032 1018 1005 10066 7 7 9

<1 <1 <1 <15 5 5 5

<1 <1 <1 <11216 1230 1235 1249<5 <5 5 5<1 <1 1 1<1 <1 <1 <1<1 <1 <1 <1<1 <1 <1 <1

B-5

Documents

1,000 Hours of Durability Evaluation of a Prototype 2007 ...biodiesel.org/reports/20080601_gen-395.pdf · 2), were performed after 125 hours and 1,000 hours of durability testing