E100 Guideline
E100 Guideline
E100 Guideline
European Automobile
Manufacturers Association
Avenue des Nerviens 85
B-1040 Brussels, Belgium
Tel: +32 2 732 55 50
Fax: +32 2 738 73 10
GUIDELINES
www.acea.be
Alliance of
Automobile Manufacturers
1401 Eye Street, N.W., Suite 900
Washington D.C., 20005
Tel: 1 (202) 326-5500
Fax: 1 (202) 326-5568
MARCH 2009 www.autoalliance.org
Engine Manufacturers
Association
Committee
Japan Automobile
Manufacturers Association
Jidosha Kiakan
1-30, Shiba Daimon 1-Chome
Minato-ku, Tokyo 105-0012 Japan
Tel: +81-3-5405-6125
Fax: +81-3-5405-6136
For copies, please visit the association websites. www.japanauto.com
European Automobile Alliance of Automobile Engine Manufacturers Japan Automobile
Manufacturers Association Manufacturers Association Manufacturers Association
March 2009
Subject: Worldwide Biofuels Harmonisation
Dear Ethanol Guidelines Recipient:
On behalf of automobile and engine manufacturers from around the world, we are pleased to present this First
Edition of Ethanol Guidelines from the Worldwide Fuel Charter (WWFC) Committee. We created the WWFC in
1998 to promote greater understanding of the impact of fuel quality on engine and motor vehicle emissions and
performance and to promote harmonization of fuel quality worldwide in accordance with engine and vehicle
needs in different markets.
Rapid growth in the use of ethanol and biodiesel has prompted the WWFC Committee to address the need for
more information about these important renewable fuels. As with conventional gasoline and diesel fuel, biofuel
quality must match the needs and capabilities of engine and vehicle technologies, especially as these technologies
become more advanced to meet ultra‐clean emission standards. This document provides our guidance on ethanol
quality; a companion document provides guidance on biodiesel quality.
Given the wide variation in performance and measurement methods of biofuel blends at different blend levels,
these guidance documents focus on the quality of the blendstock used to make finished biofuel blends, rather than
on the finished fuels themselves. Specifically, we created this document to guide blenders who produce and use
100% ethanol and gasoline blendstocks to make finished 10% ethanol blends. The resulting finished fuels should
continue to meet the recommendations contained in the WWFC for the various categories of market fuels.
The use of ethanol and biodiesel fuels is important to help extend supplies of gasoline and diesel fuel. As
renewable fuels, they have the potential to help reduce emissions of greenhouse gases. Proper formulation also
can help assure lower emissions of conventional pollutants. The key to achieving low emissions is to sustainably
produce good quality blendstocks and to blend and distribute the finished fuels in a way that preserves their
quality when they reach the consumer.
This document represents our best collective judgment at this time, based on experience with ethanol produced
from conventional feedstocks, such as corn and sugarcane, and aided by comments from interested parties. We
recognize that technical information will continue to evolve, so this document will also change over time as we
learn more. We appreciate the efforts of those who provided information and comments, and we are especially
grateful to those who expressed support for this endeavor.
We look forward to working with you to support the development and use of high quality renewable fuels for the
benefit of consumers and the environment worldwide.
Ivan Hodac Dave McCurdy Jed R. Mandel Yoshiyasu Nao
Secretary General President & CEO President President
ACEA Alliance EMA JAMA
List of Members
ACEA member companies
BMW Group, DAF Trucks NV, Daimler AG, Fiat S.p.A., Ford of Europe GmbH, General Motors Europe AG, MAN
Nutzfahrzeuge AG, Porsche AG, PSA Peugeot Citroën, Renault SA, Scania AB, Toyota Motor Europe,
Volkswagen AG, AB Volvo.
Alliance member companies
BMW of North America, Chrysler LLC, Ford Motor Company, General Motors Corporation, Jaguar Land Rover,
Mazda North American Operations, Mercedes‐Benz USA, Mitsubishi Motor Sales of America, Inc., Porsche Cars
North America, Inc., Toyota Motor North America, Inc., Volkswagen Group of America.
EMA member companies
American Honda Motor Co., Inc., Briggs & Stratton Corporation, Caterpillar Inc., Chrysler LLC, CNH Global N.V.,
Cummins Inc., Daimler Trucks North America LLC, Deere & Company, Deutz Corporation, Dresser Waukesha,
Fiat Powertrain Technologies S.p.A, Ford Motor Company, General Motors Corporation, Hino Motors, Ltd.,
Isuzu Manufacturing Services of America, Inc., Kohler Company, Komatsu Ltd., Kubota Engine America
Corporation, MTU Detroit Diesel, Inc., Navistar, Inc., Onan–Cummins Power Generation, PACCAR Inc, Scania
CV AB, Volkswagen Group of America, Inc., Volvo Powertrain Corporation, Wärtsilä North America, Inc.,
Yamaha Motor Corporation, Yanmar America Corporation
JAMA member companies
Daihatsu Motor Co. Ltd., Fuji Heavy Industries Ltd., Hino Motors Ltd., Honda Motor Co. Ltd., Isuzu Motors
Limited, Kawasaki Heavy Industries Ltd., Mazda Motor Corporation, Mitsubishi Fuso Truck and Bus
Corporation, Mitsubishi Motors Corporation, Nissan Diesel Motor Co. Ltd., Nissan Motor Co. Ltd., Suzuki
Motor Corporation, Toyota Motor Corporation, Yamaha Motor Co. Ltd.
Associate members
Association of International Automobile Manufacturers (AIAM)
Association of International Automotive Manufacturers of Canada (AIAMC)
Associacion Mexicana de la Industria Automotriz, A.C. (AMIA)
Brazilian Association of motor vehicle and motorised agricultural machinery manufacturers (ANFAVEA)
Canadian Vehicle Manufacturers’ Association (CVMA)
Chamber of Automotive Manufacturers of the Philippines, Inc. (CAMPI)
China Association of Automobile Manufacturers (CAAM)
Indonesia Automotive Federation (IAF)
Korea Automobile Manufacturers Association (KAMA)
National Association of Automobile Manufacturers of South Africa (NAAMSA)
Malaysian Automotive Association (MAA)
Thai Automotive Industry Association (TAIA)
Vietnam Automobile Manufacturers Association (VAMA)
Supporting organisation:
Organisation Internationale des Constructeurs d’Automobiles (OICA)
ii
Acronyms
ABNT NBR Associação Brasileira de Normas Técnicas (Brazilian Standards Number)
ACEA Association des Constructeurs Européens d’Automobiles (European automotive
manufacturers association)
Alliance Alliance of Automobile Manufactures
ASTM ASTM International (formerly American Society for Testing and Materials)
C2‐C5 Mono alcohol with two to five carbon atoms
C3‐C5 Mono alcohol with three to five carbon atoms
CCD Combustion Chamber Deposits
CEN Comité European de Normalisation (European Committee for Standardization)
Cl‐ Chlorine ion
E10 10% ethanol blended gasoline
EC European Commission
EMA Engine Manufacturers Association
EN European Norm
ICP Inductively Coupled Plasma spectrometer
ISO International Organization for Standardization
IVD Intake Valve Deposits
JAMA Japan Automobile Manufacturers Association
JAAS Japan Alcohol Association Standard
JIS Japanese Industrial Standards
Na+ Sodium ion
ppm parts per million
prEN Provisional European Norm
SO42‐ Sulfate
µS/m micro Siemens per meter
WWFC Worldwide Fuel Charter
iii
CONTENTS
Introduction .................................................................................................. 1
Guidelines for E100 Blendstock for use in up to E10 Blends............................... 2
Summary of Guidelines .................................................................................. 9
iv
Introduction
The purpose of the Worldwide Fuel Charter is to promote high quality and harmonized fuels on a global
basis, considering the need for optimum engine and vehicle performance and durability and for the
cleanest possible operation of engine and vehicle technologies. Meeting these objectives will benefit
consumers, simplify fuel markets, facilitate trade and help governments meet public policy goals.
Biofuels are of particular interest today due to their potential to help reduce the use of petroleum‐based
fuels, improve energy security and reduce greenhouse gas emissions. Ethanol is one of these fuels that
is viable and in use today as a direct gasoline additive as well as a feedstock for making ether gasoline
additives. Other promising renewable blendstocks for gasoline include bio‐ethers (e.g., ethanol tertiary
butyl ether (ETBE) and tertiary amyl ethyl ether (TAEE)) and bio‐alcohols (e.g., biobutanol). Good
ethanol quality is fundamental to its continued success as a fuel as well as a feedstock for other fuel
additives. The guidance presented here contains manufacturer recommendations regarding the ethanol
quality needed for proper engine and vehicle operation.
The recommended limits are specifically established for anhydrous 100% ethanol (E100) blendstock
intended for blending with petroleum‐based gasoline to make a blend containing a maximum of 10%
ethanol by volume (E10) suitable for use in vehicles with spark ignition engines. Higher level blends
(greater than E10) are suitable for use only in vehicles designed for such fuel, such as “flexible fueled”
vehicles, and ethanol used for higher blends may require different limits. The finished ethanol‐gasoline
blends (up to 10% ethanol), as well as the finished petroleum‐based gasoline, should continue to meet
the requirements of the appropriate gasoline category in the Worldwide Fuel Charter.
These guidelines are based on engine and vehicle manufacturer experience with ethanol fuels made
from feedstocks commonly used today in various markets around the world (e.g., corn and sugarcane).
The guidelines are performance‐based and feedstock‐neutral.
Ethanol fuel blends must have uniform properties throughout to ensure a consistent quality. High speed
injection blending is generally preferred to splash blending as a means to ensure uniform quality
throughout the final fuel blend. Local regulations may require certain additives (e.g., U.S. denaturant
requirements). Maintaining good fuel quality requires good housekeeping practices throughout
production, distribution, blending and storage. All parties handling ethanol and its blends should watch
for condensation and phase separation; fuel contaminated with water should not be sold to consumers.
Blenders and retailers are advised to change filters regularly.
Ethanol‐gasoline blends, especially those above 10% ethanol, must be properly labeled at the dispenser
to enable the consumer to determine the fuel’s compatibility with the engine or vehicle manufacturer’s
fuel recommendations and warranty statements. This guidance includes suggestions for pump labeling,
to help inform marketers about the type of information needed and to encourage market uniformity.
Engine and vehicle manufacturers will continue to evaluate these Guidelines for ongoing applicability to
increasingly sophisticated vehicle systems and components, which must comply with numerous
government regulations. The WWFC Committee will review and revise these recommendations as
necessary to reflect changes in engine and vehicle technologies, ethanol production and marketing
practices and test methods.
1
Guidelines for E100 Blendstock for use in up to E10 Blends
Ethanol to C5 Saturated Alcohols (anhydrous)
This recommended limit, which applies to anhydrous ethanol, is a measure of quality that should be
viewed together with methanol and water limits. It is an acceptable limit for lower level ethanol blends;
a minimum of 99.5 % v/v is recommended, however, for blends between E5 and E10.
Some countries require producers to denature the ethanol before it can enter commerce as a
transportation fuel or blendstock; blenders should follow local rules regarding the concentration and
type of denaturant. Blenders should review components if the non‐ethanol components comprise more
than 5% of the volume of the ethanol blendstock. Blenders should match the recommended limit to the
test method used.
C3‐C5 Saturated Alcohols (anhydrous)
These alcohols usually enter the fuel ethanol as production by‐products and are limited as a way to
control the purity of the ethanol.
Methanol
Fermentation processes can produce small amounts of methanol, and some countries require a small
amount as a denaturant, but methanol has harmful effects so it should be minimized.
Notes regarding test methods:
When testing by ISO methods, the ethanol should meet the specified limits before any denaturant is
added, recognizing that a buyer may have difficulty verifying the limit where the ethanol has been
previously denatured.
Problems may occur when measuring higher alcohols if gasoline is used as a denaturant.
1
When testing by ISO methods, the limit shall apply to un‐denatured ethanol. Unless otherwise noted, the CEN test methods
have been shown to apply to ethanol in an interlaboratory test programme: “Ethanol Test Methods—Interlaboratory Study,
CEN/TC 19/WG 27, “Elemental Analysis of Petroleum Products,” available from NEN, P.O. Box 5059, NL‐2600 GB Delft, The
Netherlands. Precision data from the programme are incorporated into the test method.
2
Water 0.3 max % m/m EN 15489
ASTM E203
JIS K8101
Water in the fuel can promote corrosion and microbial growth. Water can enter ethanol during
production and through condensation during the fuel’s distribution and storage. If the water content is
too high, phase separation may occur after blending with gasoline. Undissolved water in the fuel line
can cause the engine to run unevenly or stall.
Adding ethanol to gasoline changes the amount of water that can be contained in the gasoline mixture
without separating, since the three components (gasoline, water and ethanol) have different solubilities.
Ethanol dissolves in both gasoline and water, but water does not dissolve in neat gasoline except in
minute amounts. This means that gasoline‐ethanol blends will allow more water in the fuel mixture,
thereby increasing the potential for corrosion and microbial growth. It also means that phase
separation will occur more readily at lower ethanol levels in the gasoline blend. The water limit was
selected for problem‐free vehicle operation even at low level ethanol blend rates (for example, at or
below 5% by volume), considering handling and distribution practices as well as the potential for
additional mixing in the vehicle tank. Temperature also plays a role, so where regional conditions
permit, a higher level of water, up to 0.7 % m/m, is allowed.
In determining the best way to handle fuel ethanol, blenders and distributors should consider the
ethanol’s purity and local humidity levels. They should strive to minimize water content throughout
distribution through careful handling and good housekeeping. The presence of water indicates a need
to improve ethanol handling practices, such as by adding a nitrogen seal to the storage tank.
Notes regarding test methods:
Regarding EN 15489, a cross check validation may show that a Karl Fischer volumetric method also
applies.
Density is a measure of the quality of the blendstock. Fuel ethanol should be comprised almost entirely
of ethanol molecules, so its density should approximate that of pure ethanol. A density measurement is
also needed to convert mass results to volumetric results and to correct the volume for temperature.
Notes regarding test methods:
Density measurements are accurate indicators of purity only if the fuel ethanol has insignificant
amounts of other alcohols with similar density.
Electrical conductivity correlates closely with the amount of metallic ions such as chloride, sulfate,
sodium and iron in the fuel. A higher electrical conductivity means the fuel contains a higher amount of
3
corrosive and metallic ions that promote corrosion and failure in the vehicle fuel line and that also cause
injector deposits. This limit is equivalent to 5 ppm for the sum of sodium, sulfate and chloride ions.
100
10
1
1 10 100 1000 10000
Notes regarding test methods:
New methods are under development.
Inorganic chloride is extremely corrosive and corrodes metals in vehicle fuel lines, even at low levels of
contamination. This limit was selected for ethanol intended for blending into gasoline but a more
stringent limit would be needed for ethanol used at essentially neat levels.
Controlling electrical conductivity will help minimize the presence of chloride ion.
Notes regarding test methods:
Inter‐laboratory testing has failed to show statistical differences in precision at the specified levels in
cases of disagreement between the results of EN 15484 and EN 15492.
Sulfate is very corrosive and will corrode metals in the vehicle’s fuel system, even at low levels of
contamination. Sulfate also promotes deposits on injectors. Controlling electrical conductivity will help
minimize the presence of sulfate. A maximum limit of 1 mg/kg is recommended for finished blends.
4
Copper 0.100 max mg/kg EN 15488
(ppm)
ASTM D1688 modified, Method A
JIS K0101
Other: ABNT NBR 10893
Metals accelerate oxidization of fuels and promote injector deposits. Ethanol production in materials
made with copper may cause the metal to be introduced into the fuel. Controlling electrical
conductivity will help minimize the presence of copper.
Notes regarding test methods:
Inductively Coupled Plasma (ICP) spectrometry can be used to measure copper, sodium, iron and
phosphorus in one test.
For non‐denatured ethanol, the presence of organic impurities indicates contamination. The fuel
ethanol can pick up contamination from dirty trucks (lorries), storage tanks and other vessels, and such
contamination may hurt vehicle operation. The type of hydrocarbon found should not exceed 10 carbon
atoms (C10); additional alcohols and ketones also should not be present. Blenders and distributors
should take precautions and follow local rules to limit hydrocarbons and other sources of contamination
during distribution.
Notes regarding test methods:
The JAAS method measures alcohols and ketones in addition to non‐oxygenated hydrocarbons.
Phosphorus may enter ethanol through plant uptake of agricultural chemicals. Phosphorus is a powerful
catalyst poison and will cause exhaust emissions to increase.
Most ethanol does not contain sulfur, but certain production methods may introduce sulfur compounds
into the fuel. Denaturing the ethanol with a high sulfur gasoline will also add sulfur. Sulfur poisons
catalysts, which causes exhaust emissions to increase. As a result, many governments limit the amount
of sulfur in the ethanol and/or the finished blends to ensure compatibility with emission control systems
and to meet local emission standards. Regulators may require testing of both ethanol and the finished
blend.
2
These methods have special provisions for ethanol which are not incorporated in the usual petroleum test methods such as
EN ISO 20846 and EN ISO 20884.
5
Notes regarding test methods:
ASTM D2622 is an acceptable method for samples containing more than 20 mg/kg sulfur.
EN 15485, EN 15486: In cases of dispute concerning sulfur content, inter‐laboratory testing has not
identified statistical differences in precision at the specified levels. These methods have special
provisions for ethanol that are not incorporated into the usual petroleum test methods (e.g., EN ISO
20846, Petroleum products—Determination of low sulfur content of automotive fuels—Ultraviolet
fluorescence method (ISO 20846:2004) and EN ISO 20884, Petroleum products—Determination of low
sulfur content of automotive fuels—Wavelength‐dispersive X‐ray fluorescence spectroscopy (ISO
20884:2004)).
Fuel ethanol should contain no heavy metals, which poison catalysts and cause exhaust emissions to
increase. In case of denatured ethanol, this limit may be unnecessary.
Notes regarding test methods:
A general guide for performing trace element analysis by ICP can be found in ASTM D7260.
*Similar to evaporative residue and existent unwashed gum. See notes regarding test methods, below.
Non‐volatility material may contain heavy components that result from contamination in the
distribution system. These components contribute to deposits.
For un‐denatured E100, this limit may be used as an alternative to the limit for existent washed gum.
Notes regarding test methods:
The three procedures differ but are essentially trying to measure the same property, namely, the
residue remaining after the ethanol is evaporated. The US (ASTM D381) and Brazilian (NBR 8644)
procedures are similar, but the US washes the sample with heptane and Brazil measures unwashed gum.
The EU procedure (prEN 15691), which is still in development and designed specifically for ethanol
intended for blending with gasoline, determines the total dry residue by a gravimetric method. For non‐
volatiles at 10 mg/100 ml, the precision of this method is R = 4.78; for non‐volatiles at 20 mg/100 ml, the
precision is R=5.48. The JIS method, which is commonly used to measure food ethanol, has excellent
precision.
For all the methods, an appropriate sample size must be used to ensure accurate results.
6
pHe 6.5 ‐ 9 ASTM D6423
Methods that produce “pHe‐like” results
6 – 8 EN 15490
JIS JASO M361‐6.10
Other: ABNT NBR 10891
The pHe value measures acidity and alkalinity, both of which can increase corrosion. A higher value
means the fuel contains more alkaline components, and a lower value means it contains more acidic
components. A value of 7 indicates neutrality, and the fuel must be as close to neutral as possible.
Notes regarding test methods:
ASTM D6423 is the empirical method that defines pHe. Regarding the other listed methods which
produce “pHe‐like” results, note that pH is not defined for non‐aqueous solvents, and all pH‐like
measurements in non‐aqueous solvents are purely empirical measurements defined by the measuring
equipment and details of the test procedure. As a consequence, such methods are expected to return
different results on the same sample. ASTM method is under review.
Blenders must limit the acidity of the ethanol blendstock to control the acidity in the finished gasoline
blend.
Fuel should be clear in appearance and free of visible water and sediment. The presence of these
materials generally indicates poor fuel handling practices. Water and sediment can shorten filter life or
plug fuel filters, which can lead to engine fuel starvation.
Notes regarding test methods:
CEN is working to develop a method for measuring appearance, along with ethanol purity, higher
saturated (C3, C5) mono‐alcohol content and methanol content.
Color Visual inspection
Color may vary according to local rules.
Additional Properties
Consult the Worldwide Fuel Charter for recommended limits and test methods for additional
properties—such as octane and volatility—that require control in the finished E10 blend.
7
Notes
Denaturant
Limits are determined by national or local regulation. Where a local government requires producers to
denature the fuel ethanol, the only permitted denaturants are gasoline (conforming to EN 228, ASTM
D4814 or JIS K2202); ethyl tert‐butyl ether (ETBE); methyl tert‐butyl ether (MTBE); tert‐butyl alcohol
(TBA); isobutanol (2‐methyl 1‐propanol); and isopropanol (2‐propanol). Any or all of these denaturants
may be used alone or together, except that isobutanol and isopropanol separate easily from solution, so
it is advisable to use them in combination with another denaturant. The final gasoline‐ethanol blend
should also meet EN 228, D4814 or JIS K2202.
Good Housekeeping Practices
Given the known potential for ethanol to absorb water, suppliers shall ensure that water does not
contaminate the ethanol fuel under the expected range of climatic and fuel distribution conditions.
Additional useful information can be found in “Guidelines For Blending And Handling Motor Gasoline
Containing Up To 10% V/V Ethanol,” CONCAWE, Report No. 3/08, April 2008.
Labeling
Vehicle and engine manufacturers design their products for compatibility with different concentrations
of ethanol. Most current production vehicles with spark ignition engines are compatible with gasoline
containing up to 10% ethanol; some in‐use vehicles and engines, however, may be incompatible with
this blend. Check owner guide for manufacturer recommendations. Some manufacturers offer vehicles
for use with high level ethanol blends, such as those containing 85% ethanol. Concerns about ethanol
compatibility and quality increase as the ethanol content increases. The WWFC recommends dispenser
labeling that identifies the amount of ethanol content and advises the consumer to check manufacturer
recommendations.
8
Summary of Guidelines
Property Value Units Test Methods
Ethanol plus C3‐C5 99.2 min % m/m EN 15721
saturated alcohols ASTM D5501
(anhydrous) Other: JAAS001‐6.2
C3‐C5 saturated 2 max % m/m EN 15721
alcohols
(anhydrous)
Methanol 0.5 max % m/m EN 15721
ASTM D5501
Water 0.3 max % m/m EN 15489
ASTM E203
JIS K8101
Density report kg/m3 ASTM D 4052
Other: ABNT NBR 5992
Electrical conductivity 500 max µS/m ASTM D 1125
JIS K0130
Other: ABNT NBR 10547
Inorganic chloride 10.0 max mg/l EN 15484 or EN 15492
ASTM D7319, D7328
Other: ABNT NBR 10894/10895
Sulfate 4 max mg/kg EN 15492
ASTM D7318, D7319, D7328
Other: ABNT NBR 10894/12120
Copper 0.100 max mg/kg EN 15488
(ppm) ASTM D1688 modified, Method A
JIS K 0101
Other: ABNT NBR 10893
Organic impurities 10 max mg/l JIS JAAS001 –6.4
(1 max) (% m/m)
Phosphorus 0.50 max mg/l EN 15487
ASTM D3231
Sulfur 10 max mg/kg or EN 15486 3
ppm ASTM D5453 (< 20 ppm)
JIS K2541
Heavy metals Non‐detectable; No intentional Other: ICP‐AES
addition
Non‐volatile material 5 max mg/100 ml prEN 15691
ASTM D381
JIS JAAS001–6.3
Other: ABNT NBR 8644
3
These methods have special provisions for ethanol which are not incorporated in the usual petroleum test methods such as
EN ISO 20846 and EN ISO 20884.
9
Property Value Units Test Methods
pHe 6.5 – 9 ASTM D6423
“pHe‐like” 6 – 8 EN 15490
JIS JASO M361‐6.10
Other: ABNT NBR 10891
Acidity (as acetic acid) 0.007 max % m/m EN 15491
ASTM D1613
Other: ISO 1388/2; ABNT NBR 9866
Appearance Clear and bright, no Visual inspection
visible impurities
Color local requirement Visual inspection
10
Summary of Test Methods
(see main text for additional notes)
Property Units CEN/ISO 4 ASTM JIS Other
Ethanol + C3‐C5 JAAS001‐6.2
% m/m EN 15721 D5501
(anhydrous) (C2‐C5)
C3‐C5 saturated alcohols
% m/m EN 15721
(anhydrous)
Methanol % m/m EN 15721 D5501
Water % m/m EN 15489 E203 K8101
Density kg/m3 D4052 ABNT/NBR 5992
ABNT/NBR
Electrical conductivity µS/m D1125 K0130
10547
EN 15484 or D7319 ABNT/NBR
Inorganic chloride mg/l
EN 15492 5 D7328 10894/10895
D7318
ABNT/NBR
Sulfate mg/kg EN 15492 D7319
10894/12120
D7328
mg/kg D1688 ABNT/NBR
Copper EN 15488 modified, K0101
(ppm) 10893
Method A
mg/l
Organic impurities JAAS001–6.4
(or % m/m)
Phosphorus mg/l EN 15487 D3231
mg/kg or D5453
Sulfur EN 15486 6 K2541
ppm (<20ppm)
Heavy metals ICP‐AES 7
Non‐volatile material 8 mg/100ml prEN 15691 D381 JAAS001‐6.3 ABNT NBR 8644
pHe D6423
JASO M361‐ ABNT NBR
“pHe‐like”* EN 15490*
6.10* 10891*
Acidity (as acetic acid) ISO 1388/2
% m/m EN 15491 D1613
ABNT NBR 9866
Appearance visual inspection
Color visual inspection
*Results may differ significantly from pHe.
4
When testing by ISO methods, the ethanol before denaturing shall meet the limits specified. The test methods have been
shown to be applicable to ethanol in an inter‐laboratory test programme: “Ethanol Test Methods – Inter‐laboratory Study,
CEN/TC 19/WG 27, “Elemental Analysis of petroleum products,” available from NEN, P.O. Box 5059, NL‐2600 GB Delft, the
Netherlands. Precision data from the programme are incorporated in the test method.
5
In cases of dispute concerning sulfur or inorganic chloride content, inter‐laboratory testing has not identified statistical
differences in precision at the specified levels.
6
These methods have special provisions for ethanol which are not incorporated in the usual petroleum test methods such as
EN ISO 20846 and EN ISO 20884.
7
A general guide for performing trace element analysis by ICP can be found in ASTM D7260.
8
Also applies to evaporative residue and existent washed gums.
11
Ten organizations and individuals submitted comments on the proposed first edition of Ethanol
Guidelines from the Worldwide Fuel Charter (WWFC) Committee. All comments were carefully
reviewed for appropriate action. For brevity, the following discussion has been organized by concept
rather than repeatedly responding to similar comments. Several helpful editorial and technical
corrections were adopted but are not described in this document. For reasons of confidentiality, the
individual commenters are not identified. As with the WWFC, the Ethanol Guidelines represent
recommendations for a global market, and as such, will differ from the standards of any particular
country or location.
General Comments on the Ethanol Guidelines
Comment: Some countries are allowing E10+ and properties won’t change much, so the
Guidelines should allow some flexibility.
Response: The Guidelines are intended for the use of ethanol as a blending component with
gasoline at rates up to 10% by volume, only. Higher concentrations would require
significant additional evaluation to determine whether they are appropriate for use
in engines and vehicles not originally designed for such fuels.
Comment: Ethanol is not the only biofuel available for blending with gasoline. The Guidelines
should add information about ether bio‐oxygenates (e.g., ETBE, TAEE). Ethanol
quality is also important in producing ether blendstocks.
Response: While other renewable fuels are being developed, ethanol as a blending component
for gasoline is being produced and distributed worldwide today in significant
quantities. The Committee decided to make ethanol the focus of these Guidelines.
Response: The Guidelines are intended to provide information regarding all parameters that
are involved in defining a quality blendstock. All parameters may not be applicable
to a specific region, but if met in total, they would facilitate worldwide ethanol
distribution.
Comment: ASTM D4806 and D5798 provide adequate guidance on ethanol blendstock quality.
Guidelines are not needed.
Response: The Committee disagrees. Many properties important to the operation of current
high technology engines and vehicle systems are not included in the current ASTM
standards.
Comment: In the U.S., a purity of 99.2% is unachievable due to denaturant requirement (1.96%
‐ 5.0%).
Response: The Guidelines apply to E100, i.e., before denaturants are added.
Comment: The Guidelines should not limit anhydrous saturated C3‐C5 alcohols to max 2%
because higher alcohols may be more compatible with vehicles and less costly to
produce.
Response: This is guidance for ethanol, not for all alcohols.
Comment: Many at tripartite think a 0.3% water limit is too restrictive. California uses 0.6% as
the limit for 5.7% ethanol blends. No phase separation has been reported down to
–15°C. Such a low limit would restrict product availability and increase cost; it may
also require driers on tanks.
Response: Strict water content limits are important to assure acceptable fuel quality at all
ambient conditions. Also, careful shipping and handling practices should be
monitored to protect against picking up additional water in transit.
Comment: Several commenters raised questions regarding a conductivity limit and the need for
additional limits on certain metallic ions.
Response: The Committee believes that the max limit for electrical conductive species as a
whole is needed. In addition, limits for some corrosive ions are defined.
Comment: Various comments related to the inclusion of a sulfate requirement.
Response: The Committee believes blenders should check sulfate in the ethanol blendstock
prior to blending with gasoline, since the primary source of sulfate in gasoline‐
ethanol blends is from ethanol production processes.
Comment: Several commenters raised questions regarding the need to monitor heavy metals.
Response: Heavy metals have a severe and significant adverse effect on aftertreatment
systems and their performance. The Guidelines highlight this fact to help blenders
and others understand why heavy metals should not be allowed to enter motor
vehicle fuels.
Comment: CONCAWE has published guidelines regarding housekeeping.
Response: The Committee agrees this is a useful document and has included it in the
Guidelines as a reference.
2