Biodiesel:
The Use of Vegetable Oils and Their Derivatives as
Alternative Diesel Fuels
Gerhard Knothe*, Robert O. Dunn and Marvin O. Bagby
Oil Chemical Research, National Center for Agricultural Utilization Research,
Agricultural Research Service, U.S. Department of Agriculture,
Peoria, IL 61604
Vegetable oils and their derivatives (especially methyl esters),
commonly referred to as “biodiesel,” are prominent candidates asalternative diesel fuels. They have advanced from being purely
experimental fuels to initial stages of commercialization. They aretechnically competitive with or offer technical advantages compared toconventional diesel fuel. Besides being a renewable and domestic
resource, biodiesel reduces most emissions while engine performanceand fuel economy are nearly identical compared to conventional fuels.
Several problems, however, remain, which include economics,
combustion, some emissions, lube oil contamination, and lowtemperature properties. An overview on all aspects of biodiesel ispresented.

The use of vegetable oils in diesel engines is nearly as old as the diesel engine itself.
The inventor of the diesel engine, Rudolf Diesel, reportedly used groundnut (peanut) oil
as a fuel for demonstration purposes in 1900 (1). Some other work was carried out on
the use of vegetable oils in diesel engines in the 1930's and 1940's. The fuel and energy
crises of the late 1970's and early 1980's as well as accompanying concerns about the
depletion of the world's non-renewable resources provided the incentives to seek
alternatives to conventional, petroleum-based fuels. In this context, vegetable oils asfuel for diesel engines were remembered. They now occupy a prominent position in thedevelopment of alternative fuels. Hundreds of scientific articles and various otherreports from around the world dealing with vegetable oil-based alternative diesel fuels("biodiesel") have appeared in print. They have advanced from being purely
experimental fuels to initial stages of commercialization. Nevertheless, various
technical and economic aspects require further improvement of these fuels.
Numerous different vegetable oils have been tested as biodiesel. Often thevegetable oils investigated for their suitability as biodiesel are those which occur

abundantly in the country of testing. Therefore, soybean oil is of primary interest as
biodiesel source in the United States while many European countries are concerned withrapeseed oil, and countries with tropical climate prefer to utilize coconut oil or palm oil.
Other vegetable oils, including sunflower, safflower, etc., have also been investigated.
Furthermore, other sources of biodiesel studied include animal fats and used or waste
cooking oils. Sources of biodiesel with some emphasis on developing countries havebeen discussed (2).
Several problems, however, have impaired the widespread use of biodiesel. They
are related to the economics and properties of biodiesel. For example, neat vegetableoils reported to cause engine deposits. Attempting to solve these problems by using
methyl esters causes operational problems at low temperatures. Furthermore, problems
related to combustion and emissions remain to be solved. The problems associated withthe use of biodiesel are thus very complex and no satisfactory solution has yet beenachieved despite the efforts of many researchers around the world. This article will
briefly discuss economics and regulatory issues as well as conventional diesel fuel(petrodiesel) and then focus on research on the use of biodiesel in a diesel engine.
Economics and Regulatory Issues
Economic reasons have been one of the major obstacles in the use of biodiesel.
Diesel fuel (DF) derived from vegetable oils is more expensive than petroleum-based
DF. The feedstock for biodiesel is already more expensive than conventional DF. For
example, in the United States, a gallon of soybean oil costs approximately two to threetimes as much as a gallon of conventional DF. However, in the case of conversion ofvegetable oils or fats to their esters, the resulting glycerol co-product, which has apotential market of its own, may offset some of the costs.
In most European countries, however, transportation fuels are so heavily taxed thattax incentives can be applied to encourage the use of biodiesel in the form of lower or
no taxes on the biofuel and higher taxes on the petroleum-based fuel (3,4). This subsidy
artificially cheapens the biodiesel to make it competitive. In many developing
countries, the overriding concern is to become independent of the imported commodity
petroleum. In the United States, the tax mechanism is inapplicable because of thecomparatively low taxes on transportation fuels. Artificially regulating the demand forfuels from specific sources by means of taxation is currently politically not feasible.
Nevertheless, biodiesel is attractive for other reasons. Besides being a renewable
resource and therefore creating independence from the imported commodity petroleum
and not depleting natural resources, health and environmental concerns are the driving
forces overriding the economic aspects in some cases. These concerns are manifested invarious regulatory mandates of pollutants, particularly CAAA (Clean Air Act
Amendments of 1990) and EPACT (Energy Policy Act of 1992) in the United States,
which present opportunities for alternative fuels such as biodiesel. A life-cyle analysisof biodiesel (5) has shown that it is competitive with other alternative fuels such ascompressed natural gas (CNG) and methanol in the urban transit bus market.
It is generally recognized that biodiesel has lower emissions, with the exception of
nitrogen oxides (NOx), than conventional petroleum-based DF. For example, due to its
lack of sulfur, biodiesel does not cause SO2 emissions. The lower emissions havecaused biodiesel to be used in urban bus fleets and to make it especially suitable forother niche markets such as mining and marine engines. Besides environmental andhealth reasons with accompanying Government regulations, focusing on the use of
biodiesel in niche markets is rendered additionally attractive because not enoughvegetable oil is produced to supply the whole diesel market with biodiesel.
Numerous reports exist showing that fuel economies of certain biodiesel blends
and conventional DF are virtually identical. In numerous on-the-road tests, primarily
with urban bus fleets, vehicles running on blends of biodiesel with conventional DF(usually 80% conventional DF and 20% biodiesel; for a list of most biodiesel
demonstration programs in the United States, see Ref. 6) required only about 2-5% moreof the blended fuel than of the conventional fuel. No significant engine problems werereported as discussed later.
Conventional Diesel Fuel. Diesel Engines.
In contrast to gasoline which is spark-ignited, DF after injection is ignited by theheat of compression in a diesel engine. The diesel engine is therefore also termed acompression-ignition (CI) engine. The differences in the ignition processes entail
significant differences in chemical composition and physical properties of the fuels.
Conventional DF is, like gasoline, obtained from cracking of petroleum. It is afraction boiling at an initial distillation temperature of 160° (90% range of 290-360°C)(7), also termed middle distillates because of its boiling range in the mid-range ofcracking products.
The ignition quality of DF is commonly measured by ASTM D613 and reported as
the cetane number (CN). Ignition quality is defined by the ignition delay time of thefuel in the engine. The shorter the ignition delay time, the higher the CN. To rankdifferent compounds on the cetane scale, hexadecane (C16H34; also called cetane), which
has a very short ignition delay, has been assigned a CN of 100. At the other end of thescale, 2,2,4,4,6,8,8-heptamethylnonane (HMN; also C16H34), which has poor ignition
qualities, has been assigned a CN of 15. It should be noted that the cetane scale isarbitrary and that compounds with CN > 100 (although the cetane scale does notprovide for compounds with CN > 100) or CN < 15 have been identified. The ASTM
specification for conventional DF (ASTM D975) requires a minimum CN of 40.
The CN scale clarifies an important aspect of the composition of, or, on a more
fundamental level, the molecular structure of the compounds comprising DF. Longchain, unbranched, saturated hydrocarbons (alkanes) have high CNs and good ignition
quality while branched hydrocarbons (and other materials such as aromatics) have low
CNs and poor ignition quality.
Since both too high and too low CN can cause operational problems (in case of toohigh CN, combustion can occur before the fuel and air are properly mixed, resulting inincomplete combustion and smoke; in case of too low CN, engine roughness, misfiring,higher air temperatures, slower engine warm-up and also incomplete combustion occur),most engine manufacturers designate a range of required CN for their engines. In mostcases, this range is around CN 40-50.
Conventional DF is classified into different grades by ASTM D 975. This
classification is the following: No. 1 diesel fuel (DF1) comprises volatile fuels oils
from kerosene to intermediate distillates. They are applicable for high-speed engines
whose operation involves frequent and relatively wide variations in engine load andspeed. Such fuel is required for use at abnormally low temperatures. No. 2 diesel fuel(DF2) includes distillate gas oils of lower volatility. This grade is suitable for use inhigh-speed engines under relatively high loads and uniform speeds. DF2 can be used inengines not requiring fuels having the greater volatility and other properties specified
for No. 1 diesel fuels. DF2 is the transportation diesel fuel to which biodiesel is usuallycompared. No. 4 diesel fuel (DF4) covers the more viscous distillates and their blendswith residual fuel oils. It is usually satisfactory only for low-speed and medium-speedengines operated under sustained load at nearly constant speed.
Besides the just discussed characteristics of conventional DF, other properties suchas heat of combustion, pour point, cloud point, and viscosity are of great significance.
These properties also play very important roles in the use of biodiesel.
The two general types of diesel engines are the direct injection (DI) engine and theindirect injection (IDI) engine (8). In DI engines, the fuel is directly injected into the
combustion chamber in the cylinder. In IDI engines, the fuel is injected into aprechamber which is connected with the cylinder through a narrow passage. Rapid airtransfer from the main cylinder into the prechamber promotes a very high degree of air
motion in the prechamber which is particularly conducive to rapid fuel air mixing (8).
Combustion beginning in the prechamber produces high pressure and the fuels are
subjected to high shear forces. The IDI engine is no longer used for heavy bus and truck
engines due to somewhat lower efficiency and higher fuel consumption than the DI
system (8). However, for special purposes, such as underground work, IDI engines arestill made in the heavier class due to low exhaust emissions. For smaller vehicles suchas cars and light trucks, the IDI system is used because of its ability to cover a wider
speed range. The low exhaust emissions in combination with the wider speed range maylead to a continued use of IDI engines in urban areas, where the demand for low
emissions can be more important than a somewhat higher fuel consumption combinedwith low annual mileage. The IDI engine is also less sensitive to fuel quality (8). Testsof biodiesel as a fuel have been performed on both DI and IDI engines.
Biodiesel. Definition of Biodiesel
The term biodiesel has no unambiguous definition. It stands for neat vegetable oils
used as DF as well as neat methyl esters prepared from vegetable oils or animal fats andblends of conventional diesel fuel with vegetable oils or methyl esters. With increasingemphasis on the use of esters as DF, however, the term “biodiesel” increasingly refers toalkyl esters of vegetable oils and animal fats and not the oils or fats themselves. In an
article on proposed ASTM standards, biodiesel was defined (9) as “the mono alkyl
esters of long chain fatty acids derived from renewable lipid feedstock, such as
vegetable oils or animal fats, for use in compression ignition (diesel) engines.”
Nevertheless, clear distinction between these different vegetable oil-based or -derived
alternative diesel fuels is necessary.
For use in the United States, the U.S. Department of Energy has stated (10), “thatbiodiesel is already covered in the statutory and proposed regulatory definitions of“alternative fuel” which refer to any “fuel, other than alcohol, that is derived from
biological materials.” The Department, therefore, is considering amending the proposed
definition of “alternative fuel” specifically to include neat biodiesel.” The definition of
biodiesel was not extended to include biodiesel blends, with the Department of Energystating that “the issue of including biodiesel mixtures or blends comprised of more than
20 percent biodiesel is currently under study. However, this subject is complex and will
require significantly more data and information, and a separate, future rulemaking,before DOE can make a determination as to whether to include them in the definition of“alternative fuel.”
Vegetable oils.
Most vegetable oils are triglycerides (TGs; triglyceride = TG). Chemically, TGs
are the triacylglyceryl esters of various fatty acids with glycerol (Figure 1).
Some physical properties of the most common fatty acids occurring in vegetableoils and animal fats as well as their methyl esters are listed in Table I. Besides thesefatty acids, numerous other fatty acids occur in vegetable oils and animal fats, but theirabundance usually is considerably lower. Table II lists the fatty acid composition ofsome vegetable oils and animal fats that have been studied as sources of biodiesel.
CH2OORCHOOR

CH2OORCH2OH+

3 CH3OH→

3 CH3OOCR

+ CHOH
CH2OH

Triglyceride
Methanol
Methyl ester
GlycerolFigure 1. Structure of triglycerides and principle of the transesterification reaction(shown for methyl esters; R = (CH2)xCH3 or unsaturated rests according to the fatty
acids listed in Table I).
The most common derivatives of TGs (or fatty acids) for fuels are methyl esters.
These are formed by transesterification of the TG with methanol in presence of usually abasic catalyst to give the methyl ester and glycerol (see Figure 1). Other alcohols havebeen used to generate esters, for example, the ethyl, propyl, and butyl esters.
Selected physical properties of vegetable oils and fats as they relate to their use as
DF are listed in Table III. For esters these properties are given in Table IV. Also listed
in Table III are the ranges of iodine values (centigrams iodine absorbed per gram ofsample) of these oils and fats. The higher the iodine value, the more unsaturation ispresent in the fat or oil.
That vegetable oils and their derivatives are suited as DF is shown by their CNs(Table III) which generally are in the range suitable for or close to that of DF. The heat
Table I. Selected properties of some common fatty acids and esters.
Trivial (Systematic)namea;
Acronymb)

Mol. wt.

m.p.c
(°C)

b.p.c,d(°C)

Caprylic acid144.22

16.5

239.3

CetaneNo.

Heat of
Combustione(kg-cal/mole)Trivial (Systematic)namea;
Acronymb)

Mol. wt.

m.p.c
(°C)

b.p.c,d(°C)

CetaneNo.

Heat of
Combustione(kg-cal/mole)

Capric acid
(Decanoic acid); 10:0

172.27

31.5

270

47.6
(98.0)f

1453.07 (25°),

Lauric acid
(Dodecanoic acid); 12:0

200.3244

1311

1763.25 (25°),

Myristic acid
(Tetradecanoic acid); 14:0

228.3858

250.5100

2073.91 (25°),

Palmitic acid
(Hexadecanoic acid); 16:0

256.4363350

2384.76 (25°),

Stearic acid
(Octadecanoic acid); 18:0

284.4871360d2696.12 (25°),

Oleic acid
(9Z-Octadecenoic acid); 18:1

282.47162861002657.4 (25°),

Linoleic acid (9Z,12ZOctadecadienoic acid); 18:2

280.45-5229-3016

Linolenic acid (9Z,12Z,15ZOctadecatrienoic acid); 18:3

278.44-11

230-217Erucic acid
(13Z-Docosenoic acid); 22:1

338.58

33-4

26515

Methyl caprylate(Methyl octanoate); 8:0

158.24

...

193

33.6
(98.6)f

1313

Methyl caprate(Methyl decanoate); 10:0

186.30

...

224

47.7
(98.0)f

1625

Methyl laurate(Methyl dodecanoate); 12:0

214.35526676661.4(99.1)f

1940

Methyl myristate(Methyl tetradecanoate); 14:0

242.4118.5

295751

66.2(96.5)f

2254

Methyl palmitate(methyl hexadecanoate); 16:0

270.4630.5

415-8747

74.5(93.6)f

2550

Methyl stearate(Methyl octadecanoate); 18:0

298.51

39.1

442-3747

86.9(92.1)f

2859

Methyl oleate (Methyl 9Zoctadecenoate); 18:1

296.49-20

218.520

47.2g

2828

Methyl linoleate (Methyl 9Z,
12Z-octadecadienoate); 18:2

294.48

-35

21520

28.5g

2794

Methyl linolenate (Methyl 9Z,
12Z,15Z-octadecatrienoate); 18:3

292.46-57-52

1090.018

20.6g

2750

(Octanoic acid); 8:0

Trivial (Systematic)namea;
Acronymb)

Mol. wt.

m.p.c
(°C)

b.p.c,d(°C)

CetaneNo.

Heat of
Combustione(kg-cal/mole)

Methyl erucate (Methyl 13Zdocosenoate); 22:1

352.60...

221-2225

76.0

3454

a) Z denotes cis configuration.
b) The numbers denote the number of carbons and double bonds. For example, in oleic
acid, 18:1 stands for eighteen carbons and one double bond.
c) Melting points and boiling points given in Ref. 28, pp. C-42 to C-553. Melting
points and boiling points of 12:0 - 18:0 and 18:3 esters given in Ref. 181.
d) Superscripts in boiling point column denote pressure (mm Hg) at which the boilingpoint was determined.
e) See Ref. 27.
f) Cetane number from Ref. 21. Number in parentheses indicates purity (%) of thematerial used for CN determinations as given by the author. Other CNs given in Ref. 21
not tabulated here (purities in parentheses): ethyl caprate (10:0) 51.2 (99.4); ethyl
myristate (14:0) 66.9 (99.3); propyl caprate (10:0) 52.9 (98.0); isopropyl caprate (10:0)
46.6 (97.7); butyl caprylate (8:0) 39.6 (98.7); butyl caprate (10:0) 54.6 (98.6); butyl
myristate (14:0) 69.4 (99.0).
g) CN from Ref. 17. CNs (lipid combustion quality numbers) deviating from Ref. 21 asgiven in Ref. 17: Methyl laurate 54, methyl myristate 72, methyl palmitate 91, methyl
stearate 159.
contents of various vegetable oils (Table III) are also nearly 90% that of DF2 (11-13).
The heats of combustion of fatty esters and triglycerides (14) as well as fatty alcohols(15) have been determined and shown to be within the same range.
The suitability of fats and oils as DF results from their molecular structure and highenergy content. Long-chain, saturated, unbranched hydrocarbons are especially suitablefor conventional DF as shown by the CN scale. The long, unbranched hydrocarbon
chains in fatty acids meet this requirement. Saturated fatty compounds have higher
CNs. Other observations (16) are (i) that (a) double bond(s) decrease(s) quality(therefore, the number of double bonds should be small rather than large, (ii) that adouble bond, if present, should be positioned near the end of the molecule, and (iii) no
aromatic compounds should be present. A correlation to the statement on double bondposition is the comparison of the CNs of methyl oleate (Table I), methyl petroselinate(methyl 6(Z)-octadecenoate and methyl cis-vaccenate (methyl 11(Z)-octadecenoate).
The CN of methyl petroselinate (petroselinic acid occurs in less common oils such as
parsley and celery seed oils) is 55.4 and that of methyl cis-vaccenate (vaccenic acidoccurs in fats such as butter and tallow) is 49.5 (17). In that study the CN of methyl
Table II. Major fatty acids (in wt.-%) of some oils and fats used or tested asalternative diesel fuels.a All values combined from Refs. 176 and 181.
Oil or Fat

F a t t y

A c i d

12:0

16:0

14:0

C o m p o s i t i o n
18:0

18:1

18:2

(Wt.-%)
18:3

22:1

F a t t yBabassu

44-45

15-17

CanolaCoconut

44-51

13-18.5

Corn
Cottonseed

0.8-1.5

LinseedA c i dC o m p o s i t i o n

5.8-9

2.5-5.5

12-16

1.4-3

4-5

1-2

55-63

20-31

7.5-10.5

1-3

5-8.2

1.0-2.6

7-13

2.5-3

30.5-43

39-52

22-24

2.6-5

19

50-52.5

6

3.2-4

13-37

5-23

Olive

1.3

7-18.3

1.4-3.3

55.5-84.5

4-19

Palm

0.6-2.4

32-46.3

4-6.3

37-53

6-12

Peanut0.5

6-12.5

2.5-6

37-61

13-41

Rapeseed

1.5

1-4.7

1-3.5

13-38

9.5-22

Safflower

6.4-7.0

2.4-299.7-13.8

75.3-80.5

Safflower,
high-oleic

4-8

2.3-8

73.6-79

11-19

Sesame7.2-9.2

5.8-7.7

35-46

35-48

Soybean

2.3-11

2.4-6

22-30.8

49-53

Sunflower

3.5-6.5

1.3-5.6

14-43

44-68.7

25-37

14-29

26-50

1-2.5

Tallow(beef)

3-6(Wt.-%)

9-10

1-2

1

26-60

1
1-10

40-64

2-10.5a) These oils and fats may contain small amounts of other fatty acids not listed here.
For example, peanut oil contains 1.2% 20:0, 2.5 22:0, and 1.3% 24:0 fatty acids (181).
oleate was 47.2, the lowest of these 18:1 methyl esters. The double bond of methyl
petroselinate is closer to one end of the molecule. It also has the longest uninterrupted
alkyl chain of these compounds, which may play a role because alkanes have higher
CNs as discussed above. This complements the observations in Ref. 16. Anotherpossibility is benzene formation by a disproportionation reaction from cyclohexane,
which in turn would arise from cleavage of methyl oleate (17). The low CN of benzene
would account for the lower CN of methyl oleate. The other 18:1 compounds would notform cyclohexane due to the different positions of the double bond.
Table III. Fuel-related properties and iodine values of various fats and oils.a

HG(kJ/kg)Viscosity(mm2/s)

CP
(°C)

PP
(°C)

FP
(°C)

?

39500

297 (38°)

---

-31.7

260

103-140

37.6

39500

34.9 (38°)

-1.1

-40.0

277

Cottonseed

90-119

41.8

39468

33.5 (38°)

1.7

-15.0

234

Crambe

93

44.6

40482

53.6 (38°)

10.0

-12.2

274

Linseed168-204

34.6

39307

27.2 (38°)

1.7

-15.0

241

Olive

75-94

Palm

35-61

42

Peanut80-106

41.8

39782

39.6 (38°)

12.8

-6.7

271

Rapeseed

94-120

37.6

39709

37.0 (38°)

-3.9

-31.7

246

Safflower

126-152

41.3

39519

31.3 (38°)

18.3

-6.7

260

High-oleic
safflower

90-100

49.1

39516

41.2 (38°)

-12.2

-20.6

293

Sesame104-120

40.2

39349

35.5 (38°)

-3.9

-9.4

260

Soybean117-143

37.9

39623

32.6 (38°)

-3.9

-12.2

254

Sunflower

110-143

37.1

39575

37.1 (38°)

7.2

-15.0

274

Tallow

35-48

-

40054

51.15 (40°)

-

-

201

47

45343

2.7 (38°)

-15.0

-33.0

52

Oil or Fat

IodineValue

CNBabassu

10-18

38Castor82-88

Coconut

6-12

Corn

No. 2 DFa) Iodine values combined from Refs. 176 and 181. Fuel properties from Ref. 11. Alltallow values from Ref. 177 (No CN given in Ref. 177, calcd. cetane index 40.15).
The combustion of the glyceryl moiety of the TGs could lead to formation ofacrolein and this in turn to the formation of aromatics (16), although no acrolein was
found in precombustion of TGs (18). This may be one reason why fatty esters ofvegetable oils perform better in a diesel engine than the oils containing the TGs (16).
On the other hand, as discussed above, benzene may arise from the oleic moiety also.
Table IV. Fuel-related physical properties of esters of oils and fats.a

CN

HG(kJ/kg)Viscosity(mm2/s)

CP
(°C)

PP
(°C)

FPb
(°C)

Cottonseedc

51.2

-

6.8 (21°)

-

-4

110

Rapeseedd

54.4

40449

6.7 (40°)

-2

-9

84

Safflowere

49.8

40060

-

-

-6

180

Soybeanf

46.2

39800

4.08 (40°)

2

-1

171

Sunflowerg

46.6

39800

4.22 (40°)

0

-4

-

Tallowh-39949

4.11 (40°)

12

9

96

Palmi

56.2

39070

4.5 (37.8°)

8

6

19

Soybeanf

48.2

40000

4.41 (40°)

1

-4

174

15

12

17

12

-9l

-12l

8

0

-3

-7

13

9

Soybeanl-12-15

Tallowj

9

0

Ester

MethylEthyl

Tallowj
PropylTallowj
Isopropyl
Soybean

52.6k

Tallowj
n-Butyl
Soybeanf
Tallowj

51.7

40700

5.24 (40°)

185

2-Butyla) CN = cetane number; CP = cloud point, PP = pour point, FP = flash point. b) Someflash points are very low. These may be typographical errors in the references or thematerials may have contained residual alcohols. c) Ref. 42. d) Ref. 55. e) Ref. 178. f)
Ref. 17. g) Ref. 179. h) Ref. 177. i) Ref. 180. j) Ref. 95. k) Ref. 127. l) Ref. 123.

However, the high viscosity of the TGs is a major contributing factor to the onset andseverity of durability problems when using vegetable oils (19-20).
The above statements on CNs correlate with the values given in Tables I, III and
IV. For example, corresponding to components of conventional DF, saturated fatty
compounds show higher CNs than the unsaturated compounds. CNs generally increase
with increasing chain length (21). The CNs of mixtures are influenced by the nature of
their components. Correlation of data from Tables II, III and IV shows that major highCN components lead to relatively high CNs of vegetable oils or their esters.
In some literature it is emphasized that biodiesel is an oxygenated fuel, thus
implying that their oxygen content plays a role in making fatty compounds suitable as
DF by “cleaner” burning. However, the responsibility for this suitability rests mainlywith the hydrocarbon portion which is similar to conventional DF. Furthermore, theoxygen in fatty compounds may be removed from the combustion process bydecarboxylation, which yields incombustible CO2, as precombustion (18), pyrolysis andthermal decomposition studies discussed below imply. Also, pure unoxygenatedhydrocarbons, like cetane, have CNs higher than biodiesel. Fatty alcohols, whose
oxygen content is lower than that of the corresponding esters, also have CNs higher
than the corresponding methyl esters as determined with ASTM D613. For example,
the CN of 1-tetradecanol is 80.8 (22). The CNs of fatty alcohols also increase withchain length with 1-pentanol having a CN of 18.2 (22). The CNs of 1-hexadecanol and
1-octadecanol were not determined in this work due to their high melting points (22),but ignition delay with the constant volume combustion apparatus (CVCA) vessel
discussed below was measured. The CNs of some fatty alcohols were lower whenemploying the CVCA. Fatty ethers (23) were also shown to have CNs higher than thecorresponding fatty esters and were suggested as DF extenders. Their main
disadvantage compared to esters is their less straightforward synthesis.
The CNs of esters correlate well with boiling points (21).
Quantitative
correlations and comparison to numerous other physical properties of fatty esters
confirmed that the boiling point gives the best approximation of CN (22).
ASTM D613 is used in determining CNs. For vegetable oil-derived materials, analternative utilizes a CVCA (24). The amount of material needed for CN determination
was reduced significantly with this bomb and it also allows studying materials with highmelting points that cannot be measured by ASTM D613. Estimated cetane numbers(ECN) were determined on a revised scale permitting values greater than 100. In thiscase, the ECN of methyl stearate is 159 and that of methyl arachidate (20:0) is 196 (24).
The ECNs of other esters were methyl laurate 54, methyl myristate 72, methyl
palmitate 91, and methyl oleate 80. ECNs of fatty alcohols were 1-tetradecanol 51, 1hexadecanol 68, 1-octadecanol 81, oleyl alcohol 51, linoleyl alcohol 44, linolenyl
alcohol 41, and palmitoleyl alcohol 46. The ECNs of the TGs trilaurin and trimyristin
exceeded 100, while the ECN of tripalmitin was 89, tristearin 95, triolein 45, trilinolein
32, and trilinolenin 23. The term “Lipid Combustion Quality Number” with anaccompanying scale was suggested instead of CN to provide for values in excess of CN
100.
Often the “cetane index” of a fuel is published and should not be confused with
CN. This is an ASTM-approved alternative method for a “non-engine” predictive
equation of CN for petroleum distillates (25 and references therein). Equations forpredicting CNs are usually not applicable to non-conventional DFs such as biodiesel orother lipid materials (26) . Cetane indices are not given here. A method for estimating
the cetane indices of vegetable oil methyl esters has been presented (27).
Besides CN, heat of combustion (HG) is another property of fatty compounds thatis essential in proving the suitability of these materials as DF (14). Heats of combustionof fatty compounds, oils and fats as well as their methyl esters are listed in Tables I, III,and IV. For purposes of comparison, the literature values (28) for the heat of
combustion of hexadecane (cetane), the high CN standard for conventional DF, is2559.1 kg-cal (at 20°C). The data in Table I show that the heats of combustion of fatty
compounds are similar to those of the compounds of similar CH content (long-chain,unbranched alkanes such as hexadecane) ideally comprising conventional DF. For
example, the heat of combustion of methyl palmitate is 2550 kg-cal, that of methyl
stearate is 2859 kg-cal, and that of unsaturated methyl oleate is 2828 kg-cal.
Even the combined CN and heat data do not suffice to determine the suitability of amaterial as DF. This is shown by the data in Tables III, which list the viscosities as well
as cloud and pour points of numerous vegetable oils and fats. The viscosity of vegetableoils is approximately one order of magnitude greater than that of conventional DF. The
high viscosity with resulting poor atomization in the combustion chamber was identified
early as a major cause of engine problems such as nozzle coking, deposits, etc. (14, 2931). Therefore, neat oils have been largely abandoned as alternative DFs.
Four possible solutions to the viscosity problem have been evaluated (32). The
most common applied solution to this problem is the preparation of the methyl esters bytransesterification. The three other solutions to the problem of high vegetable oil
viscosity are dilution (blending) with conventional DF or other suitable hydrocarbons,
microemulsification or (co-solvency), and pyrolysis. These processes are also discussed
below. As shown in Table IV, the methyl esters of oils and fats have viscosities
approaching that of DF2.
The methyl esters, however, have higher cloud and pour points than their parent
oils and fats and conventional DF (Tables III and IV). This is important for engine
operation in cold or cooler environments. The cloud point is defined as the temperature
at which the fuel becomes cloudy due to formation of crystals which can clog fuel filtersand supply lines. The pour point is the lowest temperature at which the fuel will flow.
It is recommended by engine manufacturers that the cloud point be below thetemperature of use and not more than 6°C above the pour point.
Biodiesel Standards.
Besides favorable economics and environmental and health benefits, thedevelopment of reliable standards, which will instill confidence in biodiesel users,
engine manufacturers, and other parties, is a milestone in facilitating commercialization(6). Austria (ÖNORM C 1190) and Germany (DIN V 51606) have established similar
standards for neat biodiesel. In the United States, an ASTM standard was suggested (9).
Table V gives the German standard and Table VI lists the proposed ASTM standard.
The standards contain specifications particular to biodiesel (for example, glycerol
quantitation) which are not given for conventional DF.
Table V. German biodiesel standard DIN V 51606.

Fuel Property

Unit

Test Method

Limit(min.)

Limit(max.)

Density at 15°C

g / mlISO 3675

0.875

0.900

Kinematic Viscosity at 15°C

mm2 / sISO 3104

3.5

5.0

Flash Point (Pensky-Martens)°C

ISO 2719

100

CFPP
April 15- September 30
October 1- November 15
November 16 - February 28
March 1 - April 14°C

DIN EN 116

Sulfur Content

wt.-%

ISO 4260

0.01

Carbon Residue - Conradson (10%distillation residue)wt.-%

ISO 10370

0.30

Cetane Number

0
-10
-20
-10

ISO 5165

49

Ash

wt.-%

ISO 6245

0.01

Water

mg / kg

ASTM D 1744

300

Total Contamination

mg / kg

DIN 51419

20

ISO 2160

1

Copper Strip Corrosion(3 h at 50°C)
Acid Number

mg KOH / g

DIN 51558 Part 1

0.5

Methanol

wt.-%

tbsb)

0.3

Monoglycerides
Diglycerides
Triglycerides

wt.-%
wt.-%
wt.-%

tbs
tbs
tbs

0.8
0.1
0.1

Free Glycerine

wt.-%

tbs

0.02

Total Glycerine

wt.-%

tbs

0.23

Iodine Valueg Iodine / 100g

DIN 53241 Part 1

115

Phosphorus

mg / kgtbs

10a) CFPP = Cold-filter plugging point. b) tbs = to be standardized.
The iodine value (IV; see Table III) has been included in the European standards
and is based on rapeseed oil as biodiesel feedstock. It is set at IV = 115, which would
exclude soybean oil (neat vegetable oils and their methyl esters have nearly identicalIVs) as biodiesel feedstock. The discussion in the previous section, however, showsthat Table VI. Suggested ASTM standard for pure (100%) biodiesel.aProperty

ASTM Method

LimitsUnits

Flash Point

93

100.0 min°C

Water & Sediment1796

0.050 max.

vol.-%

Carbon Residue, 100% sample

4530b

0.050 max.

wt.-%

Sulfated Ash8740.020 max.

wt.-%

Kinematic Viscosity, 40°C

445

1.9-6.0mm2 / sSulfur2622

0.05 max.

wt.-%

Cetane613

40 min.

Cloud Point

2500

By customer

Copper Strip Corrosion

130

No. 3b max.

Acid Number

664

0.80 max.

mg KOH / g

Free Glycerol

GCc

0.20 max.

wt.-%

Total Glycerol

GCc

0.40 max.

wt.-%

°C

a) This specification is the process of being evaluated by ASTM. A considerable
amount of experience exists in the U.S. with a 20 percent blend of biodiesel with 80
percent petroleum-based diesel. Although biodiesel can be used in the pure form, use ofblends of over 20 percent biodiesel should be evaluated on a case-by-case basis until
further experience is available.
b) Or equivalent ASTM testing method.
c) Austrian (Christina Plank) update of USDA test method (author’s note: refers toRefs. 97 and 104).
this is not without problems (33). Biodiesel from vegetable oils with high amounts ofsaturates (low IVs) will have a higher CN while the low-temperature properties arepoor. Biodiesel from vegetable oils with high amounts of unsaturates (high IVs) will
have low CN while the low-temperature properties are better. Thus, CN and lowtemperature properties run counter to each other and this must affect IVs for biodiesel
standards. Another argument against inclusion of the IV in biodiesel standards is theobservation that different fatty acid compositions give identical IVs (e.g., neat methyl
oleate has the same IV as a 1:1 mixture of methyl stearate and methyl linoleate). The IV
also does not take into consideration structural factors of fatty compounds as discussed
above where the CNs depend on double bond position, etc. Furthermore, once in place,
the IV will hinder further research and development. It is possible that plants withdesirable high-cetane fatty acid profile can be genetically engineered and bred (for

example, substituting ∆6 unsaturated C18:1 acids for ∆9 unsaturated ones) or that
combustion-improving additives are developed which are highly effective even for highdegrees of unsaturation. It was suggested that it appears better to limit the amount ofhigher unsaturated fatty acids (e.g. linolenic acid) than to limit the degree of
unsaturation by means of the IV (34). Note that soybean oil, rapeseed oil, and canola oil(low-erucic rapeseed oil) have very similar 18:3 fatty acid content (Table II), which is
the most problematic in the formation of engine deposits through polymerization.
However, linseed oil methyl ester (high 18:3 content and IV) satisfactorily completed
1000 hours of testing in a DI engine while neat linseed oil caused the engine to fail (35and references therein). These observations make the IV even more debatable.
Since most esters have higher CNs than neat vegetable oils and conventional DF,
the esters could accommodate higher CNs than the minimum of 40 given in the ASTM
standard for conventional DF. For example, the lowest reported CN for methyl soyate
is 46.2 (see Table IV).
The German biodiesel standard includes the so-called Cold-Filter Plugging Point(CFPP) that pertains to the low-temperature flow properties of biodiesel. This lowtemperature property test is used in Europe, South America, and the Pacific rim. In
North America, a more stringent test, the Low-Temperature Flow Test (LTFT), is usedand specified by ASTM D4539. Although the LTFT is more useful in evaluating lowtemperature flow properties, ASTM requires only specification of cloud point forcertification.
Combustion Chemistry. Emissions. Engine problems and deposits.
Besides the properties discussed above and accompanying operational problems,
the question of combustion, emissions, and engine deposits of biodiesel fuels is ofextreme significance and will be discussed here.
Generally, similar types of compounds are observed in the exhaust emissions ofconventional DF and vegetable oil-derived fuels. This is additional proof of thesuitability of fatty compounds as DF because there presumably exist similarities in their
combustion behavior.
Emissions from any kind of engine are the result of the preceding combustion
within in the engine. The combustion process, in relation to the properties of the fuel,and its completeness are responsible for any problems associated with the use of
biodiesel, such as formation of deposits, etc. To understand the formation of emissions
and deposits, and possibly direct the combustion to suppress undesirable emissions anddeposits, it is essential to study the combustion of the fuel.
Ideally, the products of complete combustion of hydrocarbons are carbon dioxide(CO2) and water according to the equation (shown for alkanes (saturatedhydrocarbons)):
CnH2n+2 + (1.5n + 0.5)O2 → nCO2 + (n + 1)H2O
Combustion in a diesel engine occurs mainly through a diffusion flame and is therefore
incomplete (8). This causes the formation of partially oxidized materials such as carbon
monoxide (CO), other oxygenated species (aldehydes, etc.), and hydrocarbons.
In the case of biodiesel, liberation of CO2 (decarboxylation), as indicated above,from the ester moiety of the triglyceride or methyl ester occurs besides combustion
formation of CO2 from the hydrocarbon portions of biodiesel. The formation of CO2, an
incombustible compound despite its high oxygen content (although mistakenly assumed
by some that it can serve as a combustion enhancer because of its high oxygen content),shows that one has to be judicious in choosing oxygenated compounds as combustion
enhancers because the combustion-enhancing properties will depend on the nature of theoxygen (bonding, etc.) in those compounds. Therefore, the higher oxygen content of
biodiesel does not necessarily imply improved combustion compared to conventional
DF because of removal of this oxygen from the combustion process bydecarboxylation, but CO2 may contribute to combustion in other ways.
Exhaust emissions observed in the combustion of conventional DF and biodiesel
are smoke, particulates (particulate matter), polyaromatic hydrocarbons (PAHs),
hydrocarbons, CO, and oxides of nitrogen (NOx; also referred to as nitrous oxides, or
nitrogen oxides). An important difference are sulfur-containing emissions which are notformed from biodiesel due to its lack of sulfur. Note that rapeseed contains low
amounts of sulfur but variations such as canola have not only lower erucic acid content
but also reduced sulfur (36).
The composition of particulate matter has been studied for conventional diesel
fuels (37). Particulates from conventional DF have a high carbon to hydrogen ratio of
approximately 10:1 (38). Thus, particulates are mainly carbon in forms of crystallites.
As temperatures decrease below 500°C, the particles are coated with adsorbed andcondensed species, which include unburned hydrocarbons, various oxygenatedhydrocarbons, PAHs and nitrogen dioxide (in case of conventional DF, also sulfurcontaining species). With rapeseed methyl ester as fuel in DI engines, particulate matter
showed large amounts of volatile and extractable compounds adsorbed on the soot,which caused the particulate emissions to be higher than with conventional DF (39).
PAHs are compounds composed of fused aromatic rings that may carry alkyl
substituents such as a methyl group. They are of concern because many of them are
known carcinogens.
Hydrocarbons represent a broad category of compounds including hydrocarbons
and oxygenated species such as aldehydes, ketones, ethers, etc.
Nitrogen oxides (NOx) arise by the reaction of nitrogen and oxygen from air at an
early stage in the combustion process (40). NOx emissions are difficult to control
because such techniques may increase other emissions or fuel consumption (8).
Emissions of Neat Vegetable Oil Fuel. While neat vegetable oils are competitive
with conventional DF in some emission categories, problems were identified for otherkinds of emissions. For example, it was shown that PAH emissions were lower for neatvegetable oils, especially very little amounts of alkylated PAHs, which are common in
the emissions of conventional DF (41). Besides higher NOx levels (42), aldehydes arereported to present problems with neat vegetable oils. Total aldehydes increased
dramatically with vegetable oils (42). Formaldehyde formation was also consistently
higher than with DF2. It was reported that component TGs in vegetable oils can lead toformation of aromatics via acrolein (CH2=CH-CHO) from the glycerol moiety (16).
Another author observed significantly lower emissions of C3 aldehydes (for example,
acrolein) for methyl esters of rapeseed oil than for the oil itself (43). Another study (44)attributes increased emissions of aldehydes and ketones when using vegetable oils asfuels to the formation of acidic water during decomposition of the oils. This acidic
water could be an indication for the formation of short-chain oxygenates which likely
ignite poorly compared to the long-chain carbon-rich fatty compounds.
Engine Problems with Neat Vegetable Oil Fuel. Most references in this section
report that, at least in short-term trials, neat oils gave satisfactory engine performanceand power output, often equal to or even slightly better than conventional DF.
However, vegetable oils cause engine problems. This was recognized in the early stagesof renewed interest in vegetable oil-based alternative DFs. Studies on sunflower oil asfuel noted coking of injector nozzles, sticking piston rings, crankcase oil dilution,
lubricating oil contamination, and other problems (29-31). These problems wereconfirmed and studied by other authors (45-52). A test for external detection of coking
tendencies of vegetable oils was reported (53). The causes of these problems were
attributed to the polymerization of TGs via their double bonds which leads to formationof engine deposits as well as the low volatility and high viscosity with resulting poor
atomization patterns. An oxidative free-radical mechanism was suggested as governing
TG polymerization in lubricating oil contamination when using sunflower oil as fuel(54). Fumigation with propane was studied as a means to reduce injector coking (55).
The engine problems have caused neat vegetable oils to be largely abandoned asalternative DF and lead to the research on the aforementioned four solutions (32).
Emissions of esters. Generally, most emissions observed for conventional DF are
reduced when using esters. NOx emissions are the exception. In an early paper
reporting emissions with methyl and ethyl soyate as fuel (20), it was found that CO andhydrocarbons were reduced but NOx were produced consistently at a higher level thanwith the conventional reference DF. The differences in exhaust gas temperatures
corresponded with the differences in NOx levels. Similar results were obtained from astudy on the emissions of rapeseed oil methyl ester (43). NOx emissions were slightly
increased, while hydrocarbon, CO, particulate and PAH emissions were in ranges
similar to the DF reference. As mentioned above, the esters emitted less aldehydes thanthe corresponding neat rapeseed oil. Unrefined rapeseed methyl ester emitted slightly
more aldehydes than the refined ester, while the opposite case held for PAH emissions.
A 31% increase in aldehyde and ketone emissions was reported when using rapeseed
methyl ester as fuel, mainly due to increased acrolein and formaldehyde, whilehydrocarbons and PAHs were significantly reduced, NOx increased slightly, and CO
was nearly unchanged (56). The study on PAH emissions (41), where also the influenceof various engine parameters was explored, found that the PAH emissions of sunflower
ethyl ester were situated between DF and the corresponding neat vegetable oil.
Reduced PAH emissions may correlate with the reduced carcinogenity of particulates
when using rapeseed methyl ester as fuel (57). The general trend on reduced emissions
except NOx was confirmed by later studies (58), although some studies report littlechanges in NOx (59-60). In a DI engine, sunflower methyl ester produced equalhydrocarbon emissions but less smoke than a 75:25 blend of sunflower oil with DF (61).
Using a diesel oxidation catalyst (DOC) in conjunction with soy methyl ester was
reported to be a possible emissions reduction technology for underground mines (62).
Soy methyl esters were reported to be more sensitive towards changes in engine
parameters than conventional DF (63).

Precombustion of Triglycerides. As discussed, every DF, conventional or vegetableoil-based, experiences an ignition delay, which is the basis of CN measurements. The
fuel passes through a temperature and pressure gradient directly after injection but
before combustion begins. Chemical reactions already occur in this precombustion
phase. In an initial study (64), the unsaturated TGs triolein, trilinolein, and trilinolenin
were studied at temperatures up to 400°C in air or N2 in a reactor simulating conditions
in a diesel engine. The compounds arising in this phase were fatty acids of different
chain lengths (some even longer than those in the parent fatty acids), various aliphatichydrocarbons, and smaller amounts of other compounds such as aldehydes. The parent
acids were the most prominent compounds in the precombustion mixture. Component
patterns were largely independent of the starting material and reaction conditions. In asecond study (65), tristearin and tripalmitin were studied besides the three unsaturated
TGs at temperatures of 450°C in air and N2. Presumably due to the higher temperature,different component patterns were observed. Besides mainly unsaturated aliphatichydrocarbons and unsaturated aldehydes, various aromatics, including benzene, toluene,
compounds with unsaturated side chains, and polyaromatic hydrocarbons were detected.
The atmosphere (air or N2) had considerable influence on product formation. The
number of components was less for samples of tripalmitin, tristearin and triolein forreactions under N2 than under air while this finding was reversed for trilinolein andtrilinolenin. No fatty acids, glycerol or acrolein (as decomposition product of glycerol)
were detected. Extensive decarboxylation occurred, showing that the oxygen in
biodiesel does not necessarily contribute to its combustion as an oxidizer. The
compounds identified are also found in the exhaust emissions of engines running onconventional DF. It is therefore necessary to influence not only combustion but alsoprecombustion to improve the combustion properties and emissions of biodiesel.
Cetane Improvers. Various compounds such as alkyl nitrates are used as cetaneenhancing additives in conventional DF (66). Few studies on such compounds inbiodiesel exist. One paper reports (67) that in a turbulence combustion chamber and at
an intake air temperature of 105°C, 8% hexyl nitrate in vegetable oils (cottonseed, rape,palm) was necessary to exhibit the same ignition delay as conventional DF. The use ofnitrate esters of fatty acids as cetane improvers in DF was reported in a patent (68).
Dilution of vegetable oils with conventional diesel fuel.
Dilution is an additional possible solution to the viscosity problem of vegetable oils
as discussed above. Results with this technology have been mixed and engine problems
similar to those found with neat vegetable oils as fuels were observed here also. A
model on vegetable oil atomization showed that blends of DF2 with vegetable oil should
contain from 0 to 34% vegetable oil if proper atomization was to be achieved (69).
A 75:25(vol-%) petrodiesel / sunflower oil blend had a viscosity of 4.88 mm2/s at
40°C, exceeding the ASTM maximum value of 4.0. The blend was not recommended
for long-term use in the DI diesel engine (64). A 75:25 (vol-%) petrodiesel / high-oleic
safflower oil blend with a viscosity of 4.92 mm2/s passed the 200 hr EMA (Engine
Manufacturers Association) test. The different results were attributed to the degree ofunsaturation of the respective vegetable oil (32). The more unsaturated oil (sunflower)that accumulates in the crankcase and hot engine parts tends to oxidize and polymerize
due to its reactivity. Accumulation of such products in the lube oil could lead tolubricant thickening. A lube oil change is called for by the EMA test after 100 hr and atthat time the viscosity of the lube oils had not varied greatly in either test.
Other reports include successfully using a 70:30 winter rapeseed oil / DF1 mixture(47) or blends of ≤ 15% rapeseed oil with DF2 (71), and an 80:20 DF2 / safflower oil
blend with reduced CO and hydrocarbon emissions (72). A 75:25 DF / crude sunflower
oil blend produced greatest solids contamination in the lubricating oil (49) similar to theresults mentioned above, while another report mentions satisfactory performance of a
75:25 DF / sunflower oil blend (61). In early studies on sunflower oil, 80:20 DF /sunflower oil blends (31) were run for prolonged periods of time before exhaust smoke
increased due to carbon build-up or power loss ensued. Another engine, due toinadequate atomization, showed more of the engine problems associated with neatvegetable oils.
The CP of a 50:50 DF2/ high-oleic safflower oil was -13°C and the PP was -15°C,
and similar blends with high-linoleic safflower oil had CP -13°C and PP -15°C or winterrapeseed oil had CP -11°C and PP -18°C (55).
A 50:50 blend of Stoddard solvent (a dry-cleaning fluid, viscosity 0.95 mm2/s,
estimated CN 50, heat of combustion 46,800 kJ/kg, CP < -16°C, PP < -35°C, flash point
42.2°C) with soybean oil gave low CP (-18.9°C) and PP (-31.7°C) but performed lesswell in a diesel engine than DF2 (73).
Transesterification.
The conversion of component TGs to simple alkyl esters (transesterification) withvarious alcohols reduces the high viscosity of oils and fats (see also Figure 1). Basecatalysis of the transesterification with reagents such as sodium hydroxide is preferredover acid catalysis because the former is more rapid (74). Transesterification is areversible reaction. The transesterification of soybean oil with methanol or 1-butanol
proceeded with pseudo-first order or second order kinetics, depending on the molar ratioof alcohol to soybean oil (30:1 pseudo-first order, 6:1 second order; NaOBu catalyst)
while the reverse reaction was second order (75).
Methyl esters are the most “popular” esters for several reasons. One reason is thelow price of methanol compared to other alcohols. Generally, esters have significantly
lower viscosities than the parent oils and fats (Tables III and IV). Accordingly, they
improve the injection process and ensure better atomization of the fuel in the
combustion chamber. The effect of the possible polymerization reaction is also
decreased. The advantages of alkyl esters were noted early in studies on the use ofsunflower oil and its esters as DF (29-31). Another advantage of the esters is possibly
more benign emissions, for example, with the removal of glycerol (which is separated
from the esters) the formation of undesirable acrolein may be avoided, as discussed
above. These reasons as well as ease and rapidity of the process are responsible for the
popularity of the transesterification method for reducing the viscosity-related problemsof vegetable oils. The popularity of methyl esters has contributed to the term
“biodiesel” now usually referring to vegetable oil esters and not neat vegetable oils.

In the early studies on sunflower esters, no transesterification method was reported(29-31). Another early study used H2SO4 as the transesterification catalyst (76). It wasthen shown, however, that in homogeneous catalysis, alkali catalysis is a much more
rapid process than acid catalysis in the transesterification reaction (74, 77). At 32°C,
transesterification was 99% complete in 4 h when using an alkaline catalyst (NaOH or
NaOMe). At 60°C and a molar ratio alcohol:oil of at least 6:1 and with fully refinedoils, the reaction was complete in 1 h to give methyl, ethyl, or butyl esters. The reaction
parameters investigated were molar ratio of alcohol to vegetable oil, type of catalyst(alkaline vs. acidic), temperature, reaction time, degree of refinement of the vegetableoil, and effect of the presence of moisture and free fatty acid. Although the crude oils
could be transesterified, ester yields were reduced because of gums and extraneousmaterial present in the crude oils.
Besides sodium hydroxide and sodium methoxide, potassium hydroxide is anothercommon transesterification catalyst. Both NaOH and KOH were used in early work on
the transesterification of rapeseed oil (78). Recent work on producing biodiesel(suitable for waste frying oils) employed KOH. With the reaction conducted at ambientpressure and temperature, conversion rates of 80 to 90% were achieved within 5
minutes, even when stoichiometric amounts of methanol were employed (79). In two
steps, the ester yields are 99%. It was concluded that even a free fatty acid content of
up to 3% in the feedstock did not affect the process negatively and phosphatides up to
300 ppm phosphorus were acceptable. The resulting methyl ester met the quality
requirements for Austrian and European biodiesel without further treatment. In a study
similar to previous work on the transesterification of soybean oil (74, 77), it was
concluded that KOH is preferable to NaOH in the transesterification of safflower oil of
Turkish origin (80). The optimal conditions were given as 1 wt-% KOH at 69±1°C witha 7:1 alcohol : vegetable oil molar ratio to give 97.7% methyl ester yield in 18 minutes.
Patents. Most patents dealing with transesterification emphasize the engineering
improvement of the process. Using patented procedures, a transesterification process
permitting the recovery of all byproducts such as glycerol and fatty acids has been
described (81). The use of alkaline catalysts is also preferred on the technical scale, as
is documented by patents using sodium hydroxide, sodium methoxide, and potassiumhydroxide (82-85). Different esters of C9-24 fatty acids were prepared with Al2O3- orFe2O3- containing catalysts (86). A sulfonated ion exchange catalyst was preferred as
catalyst in the esterification of free fatty acids (87).
Other procedures. Besides the methods discussed here, other catalysts have been
applied in transesterification reactions (88). Some recently studied variations of theabove methods as applied to biodiesel preparation are briefly discussed here.
Methyl and ethyl esters of palm and coconut oils were produced by alcoholysis of
raw or refined oils using boiler ashes, H2SO4 and KOH as catalysts (89). Fuel yields >90% were obtained using alcohols with low moisture content and EtOH-H2O azeotrope.
Instead of using the extracted oil as starting material for transesterification,
sunflower seed oils were transesterified in situ using macerated seeds with methanol in
the presence of H2SO4 (90). Higher yields were obtained than from transesterificationof the extracted oils. Moisture in the seeds reduced the yield of methyl esters. The
cloud points of the in situ prepared esters appear slightly lower than those prepared byconventional methods.
Another study (91) reported the synthesis of methyl or ethyl esters with 90% yieldby reacting palm and coconut oil from the press cake and oil mill and refinery wastewith MeOH or EtOH in the presence of easily available catalysts such as ashes of thewaste of these two oilseeds (fibers, shell, husk), lime, zeolites, etc. Similarly, it wasreported that the methanolysis of vegetable oils is catalyzed by ashes from the
combustion of plant wastes such as coconut shells or fibers of a palm tree that contain
K2CO3 or Na2CO3 as catalyst (92). Thus the methanolysis of palm oil by refluxing 2 hwith MeOH in the presence of coconut shell ash gave 96-98% methyl esters containing
only 0.8-1.0% soap. The ethanolysis of vegetable oils over the readily accessible ash
catalysts gave lower yields and less pure esters than the methanolysis.
Several catalysts (CaO, K2CO3, Na2CO3, Fe2O3, MeONa, NaAlO2, Zn, Cu, Sn, Pb,
ZnO, and Dowex 2X8 (anion exchange resin)) were tested (mainly at 60-63°C) for
catalytic activity in the transesterification of low-erucic rapeseed oil with MeOH (93).
The best catalyst was CaO on MgO. At 200°C and 68 atm, the anion exchange resin
produced substantial amounts of fatty methyl esters and straight-chain hydrocarbons.
An enzymatic transesterification method utilizing lipases and methanol, ethanol, 2propanol, and 2-methyl-1-propanol as alcohols gave alkyl esters of fatty acids (94, 95).
This method eliminates product isolation and waste disposal problems.
Analysis of Transesterification Products. Hardly any chemical reaction, includingtransesterification, ever proceeds to completion. Therefore, the transesterified product,
biodiesel, contains other materials. There are unreacted TGs and residual alcoholpresent as well as partially reacted mono- and diglycerides and glycerol co-product.
Glyceride mixtures were analyzed by TLC / FID (thin-layer chromatography /flame ionization detection) (96), which was also used in the studies on the variables
affecting the yields of fatty esters from transesterified vegetable oils (74). Analysis ofreaction mixtures by capillary GC determined esters, triglycerides, diglycerides andmonoglycerides in one run (97). Free glycerol was determined in transesterified
vegetable oils (98) Besides analyzing esters for sterols (99-101), which are often minor
components in vegetable oils, and different glycerides (102-103), recently the previous
GC method (97) was extended to include analysis of glycerol in one GC run (104). In
both papers (97, 104), the hydroxy groups of the glycerides and glycerol were
derivatized by silylation with N-methyl-N-trimethylsilyltrifluoroacetamide. A
simultaneous analysis of methanol and glycerol was recently reported (105).
Other authors, using GC to determine the conversion of TGs to methyl esters, gavea correlation between the bound glycerol content determined by TLC/FID and the acyl
conversion determined by GC (106). Glycerol has also been detected by highperformance liquid chromatography (HPLC) using pulsed amperometric detection,
which offers the advantage of being more sensitive than refractometry and also suitablefor detection of small amounts of glycerol for which GC may not be suitable (107).
Recently, an alternative method for determining the methyl ester content based on
viscosity measurements, which agreed well with GC determinations, was reported(108). The method is reportedly more rapid than GC and therefore especially suitablefor process control.
Properties of Vegetable Oil Esters.

Early 100 hr tests on transesterified sunflower oil initially showed the improved
properties of esters for use in a diesel engine by reducing the viscosity of vegetable oils
and solving engine problems (29-31).
Table IV compares the essential fuel properties of some esters. In all cases theviscosity decreases dramatically and is only about twice that of DF2. The CNs are also
improved, now being higher than that of DF2.
The methyl and ethyl esters of soybean oil generally compared well with DF2 withthe exception of gum formation which leads to problems with fuel filter plugging (20).
Another study reports that methyl esters of rapeseed and high-linoleic safflower oils
formed equal and lesser amounts of deposits than a DF standard while the methyl esterof high-oleic safflower oil formed more deposits (55). Methyl and ethyl esters ofsoybean oil were evaluated by 200 hr EMA (Engine Manufacturers Association) engine
tests and compared to DF2. Engine performance with soybean esters differed little fromthat with DF. In that work, also a slight power loss was observed, together with anincrease in fuel consumption due to the lower heating values of the esters. The
emissions for the two fuels were similar, with the exception of NOx which are higher forthe esters as discussed above. Engine wear and fuel-injection system tests showed noabnormal characteristics for any of the fuels. Deposit amounts in the engine werecomparable, however, the methyl ester showed greater varnish and carbon deposits on
the pistons. Operating DI engines with neat soybean oil esters under certain conditions
produced lubricating oil dilution which was not observed with an IDI engine (109).
Lubricating oil dilution was estimated by Fourier-Transform infrared spectroscopy
combined with a fiber optic probe when using rapeseed methyl ester as a fuel (110).
The carbonyl absorption was used for quantitation.
Low-temperature Properties. As discussed above, one of the major problems
associated with the use of biodiesel, including methyl esters, is its poor low-temperature
properties, documented by relatively high cloud point (CP) and pour point (PP) (Tables
III and IV) . CPs and PPs of vegetable oils and their esters are a result of thesematerials being mixtures of various compounds. For example, as seen in Table I,
saturated fatty compounds have significantly higher melting points than unsaturated
fatty compounds and in a mixture they therefore crystallize at higher temperature thanthe unsaturates. The CP, which occurs at a higher temperature than the PP, is thetemperature at which a fatty material becomes cloudy due to formation of crystals andsaturates solidifying. These solids can clog fuel lines. With decreasing temperature,
more material solidifies and the compound approaches the pour point, at which it will
no longer flow.
Besides CP (ASTM D2500) and PP (ASTM D97), two test methods exist for
examining the low-temperature properties of diesel fuel (as discussed briefly in thesection on “Biodiesel Standards”), the Low-Temperature Flow Test (LTFT; used in
North America; ASTM D4539) and the Cold-Filter Plugging Point (CFPP; used inEurope). These methods have also been used to evaluate biodiesel. Low-temperaturefilterability tests are necessary because they correlate better with operability tests thanCP or PP (111). Recent results showed that for fuel formulations containing at least 10%
methyl esters, both LTFT and CFPP are linear functions of the CP (112). Additional
statistical analysis showed a strong 1:1 correlation between LTFT and CP (112).

Five possible solutions to the low-temperature problems of esters have been
investigated: blending with conventional DF, additives, branched-chain esters, bulky
substituents in the chain, and winterization. Blending of esters is currently the preferred
method for improving low-temperature properties and is discussed in the next section.
Numerous additives have been synthesized and reported mainly in the patent
literature, which allegedly have the effect of lowering CP and PP. These additives areusually a variety of viscosity-modifying polymers such as carboxy-containing
interpolymers (113), styrene-maleic anhydride copolymer (114), polymethacrylates(114-115), polyacrylates (113-115), nitrogen-containing polyacrylates (113), poly[alkyl(meth)acrylates] (116), ethylene-vinyl ester (acetate) copolymers (117-120), fumarate or
itaconate polymers and copolymers (comb polymers) (117-118), polyoxyalkylene
compounds (113). Polar nitrogen compounds (117) have also been reported asadditives. Similar additives have also been tested for conventional diesel fuel (7). The
beneficial effect of some additives appears to be limited, however, because they morestrongly affect the PP than the CP, and the CP is more important than the PP for
improving low-temperature flow properties (121).
Another route is the synthesis of fatty compound-derived materials with bulky
substituents in the chain (122). The idea associated with these materials is that thebulky substituents would destroy the harmony of the solids which are usually oriented in
one direction. However, these materials had only slight influence on the CP and PP.
The use of secondary alcohols in the transesterification reaction provides branchedchain esters such as isopropyl and 2-butyl instead of the methyl esters (95, 123) . Theseesters showed a lower crystallization onset temperature (TCO) as determined bydifferential scanning calorimetry (DSC) for the isopropyl esters of SBO by 7-11°C andfor the 2-butyl esters of SBO by 12-14°C (123). The CPs and PPs were also lowered by
the branched-chain esters. However, economics would only permit the isopropyl soyate
appear attractive as branched-chain ester, raising the price of a biodiesel blend
containing 30% isopropyl soyate by $0.02/L while lowering the TCO by 15°C.
In the winterization method (121, 124), solids formed during cooling of thevegetable oil are removed by filtration, thus leaving a mixture of more unsaturated fatty
compounds with lower CP and PP. This procedure can be repeated to achieve thedesired CPs and PPs. Saturated fatty compounds, which have higher CNs, are among
the major compounds removed by winterization. Thus the CN of the biodiesel
decreases. The TCO of typical methyl soyate was lowered from 3.7°C to -7.1°C by
winterization (124), but the yield was low (26%). Winterization of low-palmitate
methyl soyate, however, gave a TCO of -6.5°C with a yield of 86%. Winterization of
typical methyl soyate diluted in hexane gave a TCO of -5.8°C with 77% yield. In thelatter method, crystal formation was greatly affected by the nature of the solvent, withacetone and chloroform being unsuitable for winterization.
In a paper on fatty acid derivatives for improving ignition and low-temperature
properties (125), it was reported that tertiary fatty amines and amides were effective inenhancing the ignition quality of biodiesel without negatively affecting the lowtemperature properties. In that paper, saturated fatty alcohols of chain lengths C12 andgreater increased the PP substantially. Ethyl laurate was weakly decreased the PP.
Blending of Esters.

Blending conventional DF with esters (usually methyl esters) of vegetable oils ispresently the most common form of biodiesel. The most common ratio is 80%
conventional diesel fuel and 20% vegetable oil ester (also termed “B20,” indicating the
20% level of biodiesel; see also list of biodiesel demonstration programs in Ref. 6).
There have been numerous reports that significant emission reductions are achieved
with these blends.
No engine problems were reported in larger-scale tests with, for example, urban
bus fleets running on B20. Fuel economy was comparable to DF2, with theconsumption of biodiesel blend being only 2-5% higher than that of conventional DF.
Another advantage of biodiesel blends is the simplicity of fuel preparation which only
requires mixing of the components.
Ester blends have been reported to be stable, for example, a blend of 20% peanut
oil with 80% DF did not separate at room temperature over a period of 3 months (126).
Stability was also found for 50:50 blends of peanut oil with DF (43).
A few examples from the literature may illustrate the suitability of blends of esters
with conventional DF in terms of fuel properties. In transient emission tests on an IDI
engine for mining applications (62), the soybean methyl ester used had a CN of 54.7,
viscosity 3.05 mm2/s at 40°, and a CP of -2°C. The DF2 used had CN 43.2, viscosity
2.37 mm2/s at 40° and a CP of -21°C. A 70:30 DF2 : soybean methyl ester blend had
CN 49.1, viscosity 2.84 mm2/s at 40°C, and a CP of -17°C. The blend had 4% lesspower and 4% higher fuel consumption than the DF2, while the neat esters had 9% lesspower and 13% higher fuel consumption than DF2. Emissions of CO and hydrocarbons
as well as other materials were reduced. NOx emissions were not increased here,
although higher NOx emissions have been reported for blends (DI engines) (43, 59).
Irregularities compared to other ester blends were observed when using blends ofthe isopropyl ester of soybean oil with conventional DF (127). Deposits were formedon the injector tips. This was attributed to the isopropyl ester containing 5.2 mole-%
monoglyceride which was difficult to separate form the isopropyl ester.
Microemulsification.
The formation of microemulsions (co-solvency) is one of the four potential
solutions for solving the problem of vegetable oil viscosity. Microemulsions aredefined as transparent, thermodynamically stable colloidal dispersions in which thediameter of the dispersed-phase particles is less than one-fourth the wavelength ofvisible light. Microemulsion-based fuels are sometimes also termed “hybrid fuels,”
although blends of conventional diesel fuel with vegetable oils have also been called
hybrid fuels (128). Some of these fuels were tested in engines including the 200 hr
EMA test. A microemulsion fuel containing soybean oil, methanol, 2-octanol, and acetane enhancer was the cheapest vegetable oil-based alternative diesel fuel ever to passthe EMA test.
The components of microemulsions can be conventional DF, vegetable oil, an
alcohol, a surfactant, and a cetane improver. Water (from aqueous ethanol) may also bepresent in order to use lower-proof ethanol (129), thus increasing water tolerance of the
microemulsions is important.

Microemulsions are classified as non-ionic or ionic, depending on the surfactant
present. Microemulsions containing, for example, a basic nitrogen compound aretermed ionic while those consisting, for example, only of a vegetable oil, aqueous
ethanol, and another alcohol, such as 1-butanol, are termed non-ionic. Non-ionicmicroemulsions are often referred to as detergentless microemulsions, indicating theabsence of a surfactant.
Viscosity-lowering additives were usually with C1-3alcohols length while longerchain alcohols and alkylamines served as surfactants. n-Butanol (CN 42) was claimed
to be the alcohol most suitable for microemulsions, giving microemulsions more stable
and lower in viscosity than those made with methanol or ethanol (130). Microemulsions
with hexanol and an ionic surfactant had no major effect on gaseous emissions orefficiency. Emulsions were reported to be suitable as diesel fuels with viscosities close
to that of neat DF. No additional engine tests were reported here (130).
Physical property studies of mixtures of TGs with aqueous ethanol and 1-butanol(131) showed that they form detergentless microemulsions. Mixtures of hexadecane, 1butanol, and 95% ethanol were shown to be detergentless microemulsions. Evidence
was presented in that paper that 1-butanol in combination with ethanol associates andinteracts with water to form systems exhibiting microemulsion features.
Solubilization and microemulsification studies on TGs, especially triolein, withmethanol in the presence of several even-numbered n-alcohols as surfactants showedthat 1-octanol produced the microemulsions with the best water tolerance. Among theoctanols, 1- and 4-octanol were superior to the 2- and 3- isomers. 1-Butanol and 1tetradecanol gave microemulsions with the least water tolerance. The formation ofmolecular dispersions seemed more likely than the formation of nonaqueous
microemulsions, but the addition of water produced systems that exhibited
microemulsion properties (132). Studies on micellar solubilization of methanol with
TGs and 2-octanol as co-surfactant gave the following sequence for water tolerance of
three surfactant systems: tetradecyldimethylammonium linoleate > bis(2-ethylhexyl)
sodium sulfosuccinate > triethylammonium linoleate. A nonaqueous microemulsion
system formed from triolein / oleyl alcohol (9(Z)octadecen-1-ol) / methanol (133).
When studying different unsaturated fatty alcohols, it was reported that the viscosity isnearly independent of the configuration of the double bonds in the tailgroup structure.
However, with increasing unsaturation in the tailgroup, viscosity decreased at constantmethanol concentration. Generally, adding long-chain fatty alcohols substantially
increased methanol solubility in non-aqueous triolein / unsaturated long-chain fatty
alcohol / methanol solutions under most conditions. Physical property data wereconsistent with those for systems exhibiting co-solvent phenomena. However, forsolutions with methanol concentration exceeding 0.444 vol frac, the results showed thatsolubilization of methanol within large aggregates was feasible (134). Mixed
amphiphile systems investigating four unsaturated C18 fatty alcohols and five C4-C12
alkanols showed that large methanol-in-amphiphile aggregates resembling a
microemulsion were feasible under limited conditions (135). These binary systems
strongly affect miscibility between methanol and TG. Critical micelle concentration(CMC) studies showed that degree of unsaturation and double bond configuration
significantly affected aggregation when using six unsaturated C18 fatty alcohols as
amphiphiles (136). These compounds form large and polydisperse aggregates inmethanol. The effect of solubilized soybean oil was studied. Viscosity results wereconsistent with those for microemulsions. Presumably soybean oil is solubilized byincorporation into large soybean oil-in-fatty alcohol aggregates in methanol solvent,resembling a nonaqueous detergentless microemulsion.
Microemulsions containing conventional diesel fuel. Fuel formulations containing
conventional DF in emulsion with soybean oil have been subjected to engine testing. In
an emulsion with ethanol (137), such a fuel burned faster with higher levels of premixed
burning due to longer ignition delays and lower levels of diffusion flame burning thanDF, resulting in higher brake thermal efficiencies, cylinder pressures, and rates ofpressure rise. NOx and CO emissions increased with these fuels, while smoke andunburned hydrocarbons decreased. A microemulsion consisting of 50 vol-% DF, 25
vol-% degummed, alkali-refined soybean oil, 5 vol-% 95% aqueous ethanol and 20 vol% 1-butanol was studied by the 200 hr EMA (Engine Manufacturers Association) test(138). The engine running on this fuel completed the EMA test without difficulty. The
microemulsion fuel caused less engine wear than conventional DF but produced greater
amounts of carbon and lacquer on the injector tips, intake valves and tops of thecylinder liners besides the observation that engine performance degraded 5% at the endof the test. Another report on blends of alcohols with vegetable oils and conventional
DF (the 40:40:20 and 30:40:30 DF/ degummed, dewaxed soybean oil / ethanol blends
used in this study were not fully miscible and no surfactant system was used) confirmedthat the performance of such fuels was comparable to conventional DF but the tests
were too short-term to determine potential problems of carbon buildup, etc. (139).
Microemulsions for blending alcohols with diesel fuel employed unsaturated fatty
acids. Saturated fatty acids were unsatisfactory because crystalline phases separated
upon refrigeration (129). Addition of N,N-dimethylamino ethanol (DMAE) gave
microemulsions with satisfactory viscosity. Two fuels were tested: (1) 66.7% DF2,
16.7% 95% ethanol, 12.5% soybean acids, and 4.1% DMAE (ionic); (2) 66.7% DF2,
11.1% 95% EtOH, and 22.2% 1-butanol (non-ionic). Both hybrid fuels gave acceptableperformance, for example improved brake thermal efficiency and lower exhaust
temperatures. Smoke and CO levels were reduced but the unburned hydrocarbons level
increased. The detergentless microemulsion was superior to the ionic one in those SAE
properties relevant to good engine performance. On the other hand, fundamental studies
on properties of microemulsions such as rheology, density, water tolerance, and criticalsolution temperatures showed that the water tolerance of ionic systems was greater thanthat of the 1-butanol system (138). The relative viscosities of the detergentless
microemulsion varied directly with the volume percent of the dispersed water phase
while for the ionic system the relative viscosities varied with increasing volume percent
of dispersed water by values greater than those predicted by theory (140).
Variations of the microemulsion technology have been reported in the patent
literature not using vegetable oils but conventional DFs and the fatty ingredient being
present only as part of a surfactant system in such emulsions. These microemulsions
usually consisted of DF, water, an alcohol (or, combining the latter two components, anaqueous solution of an alcohol), and a system of surfactants. Several suchmicroemulsions with a surfactant system comprising DMAE and a long-chain fatty
substance (C9-C22) were patented (141). This microemulsion, which contains a fatty
compound only in small amounts, showed a high tolerance for water, which enabled
hybridizing diesel fuel with relatively high levels of aqueous alcohol and also showed
low-temperature stability. Other systems were a cosurfactant combination of methanol

and a fatty acid partially neutralized by a nitrogeneous base such as ammonia,
ethanolamine, or iso-propanolamine (142) and, in a similar system, the use ofammonium salts of fatty acids as cosurfactants was patented (143).
Microemulsions with vegetable oils and without conventional DF are the mostwidely studied. A microemulsion comprising a vegetable oil, a lower (C1-C3) alcohol,
water, and a surfactant system consisting of a trialkylamine or the reaction product of atrialkylamine with a long-chain fatty compound was reported (144). Addition of 1butanol to the surfactant system was optional. In another patent (145), a microemulsion
consisted of a vegetable oil, a C1-C3 alcohol, water, and 1-butanol as nonionicsurfactant. These fuels had acceptable viscosity and compared favorably to DF2 interms of engine performance. Another fuel composition consisted of a vegetable oil,methanol or ethanol, a straight-chain isomer of octanol, and optionally water (146),
which again had properties such as high water tolerance, acceptable viscosity andperformance properties comparable to DF2. Another patent (147) reported theformation of microemulsions from vegetable oil (preferably degummed; mainly
rapeseed oil), water, and a surfactant such as an alkaline soap or a potassium salt of fatty
acids. Another microemulsion composition was fatty esters, aqueous alcohol, andsmall amount of alkali metal soap with subsequent separation of the aqueous layer fromthe microemulsion (148).
Engine tests were performed on several microemulsions. A non-ionicmicroemulsion comprising of alkali-refined, winterized sunflower oil (53.3 vol-%), 95%
aqueous ethanol (13.3 vol-%) and 1-butanol (33.4 vol-%) encountered incomplete
combustion at low-load engine operation as major problem (149). Lubricating oil
dilution was observed, followed by an abnormal increase in viscosity. Heavier carbon
residues on the piston lands, in the piston ring grooves and in the intake ports werenoted. Furthermore, premature injection-nozzle deterioration (needle sticking) was
experienced. The tested microemulsion was not recommended for long-term use in a DI
engine, but further modifications in formulation might produce acceptablemicroemulsions.
Two other hybrid fuels were tested. One was non-ionic consisting of 53.3 vol-%soybean oil, 13.3 vol-% 95% aqueous ethanol and 33.4 vol-% 1-butanol (150), and theother was ionic composed of 52.3 vol-% soybean oil, 17.4 vol-% 95% aqueous ethanol,
20.5 vol-% 1-butanol, 6.54 vol-% linoleic acid, and 3.27 vol-% triethylamine.
Generally, these fuels performed nearly as well as DF2 despite their lower CNs and lessenergy content, producing nearly as much engine power (non-ionic emulsion). The
increased viscosity of the hybrid fuels produced a 16% increase in the mass of each fuelinjection at maximum power, but the injections contained 6% less energy than those of
DF2. There was a 6% gain in thermal efficiency.
Another paper reports using methyl tert.-butyl ether (MTBE), which is normallyused as octane enhancer in gasoline, to homogenize mixtures of soybean or rape oil withethanol (151). No engine tests were performed.
In two papers (152-153), emulsions of palm oil with diesel fuel and 5-10% water
were tested to determine engine performance and wear characteristics on an IDI diesel
engine under steady-state conditions and 20 h endurance tests. Engine performance andfuel consumption were comparable to conventional DF. Wear metal debris
accumulation in the crankcase oil was lower than with conventional DF.

Pyrolysis.
Soybean oil pyrolyzed distillate, which consisted mainly of alkanes, alkenes, andcarboxylic acids had a CN of 43, exceeding that of soybean oil (37.9) and the ASTM
minimum value of 40 (154). The viscosity of the distillate was 10.2 cSt at 38°C, which
is higher than the ASTM specification for DF2 (1.9-4.1 cSt) but considerably below thatof soybean oil (32.6 cSt). Short-term engine tests were carried out on this fuel (155).
Used cottonseed oil from the frying process was decomposed with Na2CO3 as
catalyst at 450° to give a pyrolyzate containing mainly C8-20 alkanes (70%) besides
alkenes and aromatics (156). The pyrolyzate had lower viscosity, flash point, and PP
than DF and equivalent calorific values. The CN of the pyrolyzate was lower.
Rapeseed oil methyl esters were pyrolyzed at 550 to 850°C and in nitrogen dilution(157). The major products were linear 1-alkenes, straight-chain alkenes, andunsaturated methyl esters. CO, CO2, and H2 were contained in the gas fraction. The
C10-14 alkenes and short-chain unsaturated esters were optimally produced at 700°.
Catalytic conversion of vegetable oils using a medium severity refineryhydroprocess yielded a product in the diesel boiling range with a CN of 75-100 (158).
The main liquid product was a straight-chain alkane. Other products of the processincluded propane, water, and CO2.
Soybean, babassu and some less common vegetable oils were hydrocracked with a
NiMo/γ-Al2O3 catalyst sulfided in situ with elemental sulfur under hydrogen pressure(159). Various alkanes, alkylcycloalkanes, and alkylbenzenes were observed. Oxygenin the oil feed was liberated as CO2, H 2O, and CO. Decarboxylation was indicated bywater and CO2. C 1-4 formation indicated acrolein decomposition. Differences between
more saturated and unsaturated oils were observed. Besides NiMO/γ-Al2O3, an NiSiO2
catalyst was studied (160) in the hydrocracking of vegetable oils at 10-200 barshydrogen pressure and 623-673 K. The resulting product was a mixture ofhydrocarbons, mainly alkanes, in the diesel fraction. Hydrogenolysis of palm oil over
Ni/SiO2 or over Co at 300° and 50 bar gave a nearly colorless oil, mainly C15-17 alkane(161). The same process gave soft solid with 80.4% C17 alkanes when applied torapeseed oil. An octadecane model compound gave 50% conversion over Co/oil
catalyst to C17 alkane as the main product.
Catalytic hydrocracking (Rh-Al2O3 catalyst) of soybean oil at 693 K and 40 barhydrogen pressure gave liquid products which were distilled to gasoline and gas oilboiling-range hydrocarbons (162). Decarboxylation / decarbonylation was again noted.
Crude and partially hydrogenated soybean oil were decomposed by passage oversolid acidic Al2O3 or basic MgO (163). The degree of unsaturation of the oil influenced
product formation. Partially hydrogenated soybean oil yielded more hydrocarbons
while crude soybean oil yielded a mixture of oxygenated products and hydrocarbons oflower mean molecular weight. The products derived from MgO cracking showed moreunsaturates and aromatics than those from Al2O3 decomposition.
Kolbe electrolysis of the potassium salts of coconut fatty acids and acetic acidreportedly gave a liquid with good DF properties (164) and the products resembled
those from pyrolytic procedures. This product contained 83% alkanes, mainly evennumbered compounds from C10-24, with C12-18 being the most abundant.

Storage stability.
While most aspects of biodiesel discussed above have received considerable
attention, relatively few papers (165-167) deal with the aspect of (storage) stability of
biodiesel or fatty alkyl esters. The use of biodiesel is advantageous compared toconventional diesel fuel from the aspect of handling and storage safety because of thehigher flash point of both vegetable oils and their methyl esters.
Generally, the stability of fatty compounds is influenced by factors such aspresence of air, heat, traces of metal, peroxides, light, or structural features of thecompounds themselves, mainly the presence of double bonds. The more conjugated or
methylene-interrupted double bonds in a fatty molecule, the more susceptible thematerial is to oxidation and degradation.
Early storage tests gave the following decreasing order of stability for different
refinement grades of various vegetable oils (165): soybean oil >> degummed soybean
oil > refined soybean oil = refined sunflower oil > degummed sunflower oil = crude
sunflower oil. The stability of the crude and degummed oils was significantly improvedby the addition of diesel fuel (in 1:1 mixtures) but this did not improve the stability ofrefined oils. The storage stability of 1:1 mixtures were in the decreasing order of crude
soybean oil ≥ crude sunflower oil > degummed soybean oil > degummed sunflower oil>> refined soybean oil > refined sunflower oil. A degummed oil / diesel blend with
better stability characteristics than that of a refined oil / diesel blend could be prepared.
Additionally, the purity of the degummed oils was sufficiently improved by the additionof diesel fuel to meet the required fuel specification.
A study on the stability of the methyl and ethyl esters of sunflower oil reports thatester fuels (biodiesel) should be stored in airtight containers, the storage temperature
should be < 30°C, that mild steel (rust-free) containers could be used, and that tert.butylhydroquinone (TBHQ), an oxidation inhibitor, has a beneficial effect on oxidation
stability (166). Methyl esters were slightly more stable than ethyl esters. Light caused
only a small increase in the oxidation parameters of esters stored at the high temperaturelevel. The changes in the samples were reflected by increasing acid and peroxide values
in storage at 50°C and increases in ultraviolet (UV) absorption.
Two parameters, namely temperature and the nature of the storage container, wereclaimed to have the greatest influence on the storage stability (167). Samples stored in
the presence of iron behaved differently than those stored in glass. Higher temperaturefavored degradation of the hydroperoxide at a faster rate than when it was stored atroom temperature. Secondary oxidation products were formed in greater amounts in thepresence of iron (from the primary peroxides) while in glass the concentration ofprimary oxidation products is higher. Acidity values were also monitored in this work.
Even for samples stored at 40°C, the increase in free acids was within the limits oftechnical specifications. The free acids need to be controlled because they are mainly
responsible for corrosion.
Other Sources of Biodiesel.
Animal fats. The most prominent animal fat to be studied for potential biodiesel use istallow. Tallow contains a high amount of saturated fatty acids (Table II), and it hastherefore a melting point above ambient temperature. Blends of tallow esters (methyl,
ethyl, and butyl) with conventional DF were studied for this reason (168). Smokeemissions were reduced with the esters, particularly the butyl ester. Other features suchas torque, power, and thermal efficiency did not deviate from conventional DF by morethan 3% in any case. Specific fuel consumption was higher for the neat esters but only
1.8% higher for a 50:50 blend of butyl tallowate with conventional DF. A study on beef
tallow and an inedible yellow grease both neat and a 1:1 (weight ratio) blend of tallow
with DF in short-term engine tests with DI and IDI engines was carried out (169). The
deposits were softer than those formed with reference cottonseed oil but still excessive.
In a 200 h EMA test the deposits caused ring sticking and cylinder wear. Thus animal
fats, like vegetable oils, were not suitable for long-term use unless modified.
Other researchers blended methyl tallowate with 35 vol-% ethanol to achieve theviscosity of petrodiesel and the fuel properties were closely related to that of No. 2
diesel fuel (170). In an investigation of blends of DF2 with methyl tallowate andethanol (171), an 80:13:7 blend of DF2:methyl tallowate:ethanol reduced emissions themost without a significant drop in engine power output. The same authors determined
numerous physical properties of blends of DF with methyl tallowate, methyl soyate andethanol and found them to be similar to the pertinent properties of DF2.
Waste vegetable oils. Vegetable oils have many other applications, notably as foodingredients and cooking oils. Especially the latter use produces significant amounts ofwaste vegetable oils. These vegetable oils contain some degradation products ofvegetable oils and foreign material. However, analyses of used vegetable oils claimed(172) that the differences between used and unused fats are not very great and in mostcases simple heating and removal by filtration of solid particles suffices for subsequenttransesterification. The cetane number of a used frying oil methyl ester was given as 49(173), thus comparing well with other materials, but little demand could be covered bythis source. Biodiesel in form of esters from waste cooking oils was tested and it wasreported that emissions were favorable (174). Used canola oil (only purified byfiltration) was blended with DF2 (175). Fuel property tests, engine performance tests
and exhaust emission values gave promising results. Filtered frying oil wastransesterified under both acidic and basic conditions with different alcohols (methanol,
ethanol, 1-propanol, 2-propanol, 1-butanol, and 2-ethoxyethanol) (175). The formationof methyl esters with base catalysis (KOH) gave the best yields. The methyl, ethyl, and1-butyl esters obtained here performed well in short-term engine tests on a laboratory
high-speed diesel engine.
Literature Cited
1. Nitske, W.R.; Wilson, C.M. Rudolf Diesel: Pioneer of the Age of Power;
University of Oklahoma Press, 1965, p.139.
2. Shay, E.G. Biomass Bioenergy 1993, 4, 227-242.
3. Anonymous, Industrial Uses of Agricultural Materials, published by the Economic
Research Service, USDA, September 1995, pp. 15-20.
4. Shearer, B. Chemical Marketing Reporter, March 25,1996, p. 10.
5. Ahouissoussi, N.B.C.; Wetzstein, M.E. Industrial Uses of Agricultural Materials,
published by the Economic Research Service, USDA, September 1995, pp. 35-41.

6. Alternative Fuels Committee of the Engine Manufacturers Association Biodiesel
Fuels and Their Use in Diesel Engine Applications, August 1995.
7. Lane, J.C. In Kirk-Othmer, Encyclopedia of Chemical Technology; Third Ed.;
John Wiley & Sons: New York, NY, 1980, Vol. 11; pp. 682-689.
8. Diesel Engine Reference Book; Lilly L.R.C., Ed.; Butterworths: London, 1984,
pp. 22/9-22/12.
9. Biodiesel Report; National Biodiesel Board: Jefferson City, MO, March 1996.
10. Ervin, C.A. Federal Register, 1995 (July 31), 60, 38976-38977.
11. Goering, C.E.; Schwab, A.W.; Daugherty, M.J.; Pryde, E.H.; Heakin, A.J. Trans.
ASAE 1982, 25, 1472-1477 & 1483.
12. Bagby, M.O.; Freedman, B.; Schwab, A.W. ASAE Paper No. 87-1583, 1987
Int. Winter Meeting ASAE.
13. Batel, W.; Graef, M.; Mejer, G.-J.; Möller, R.; Schoedder, F. Grundl. Landtechnik
1980, 30, 40-51.
14. Freedman, B; Bagby, M.O. J. Am. Oil Chem. Soc. 1989, 66, 1601-1605.
15. Freedman, B; Bagby, M.O., Khoury, H. J. Am. Oil Chem. Soc. 1989, 66, 595-596
16. Harrington, K.J. Biomass 1986, 9, 1-17.
17. Bagby, M.O. In Proc. 9th Int. Conf. Jojoba Uses, 3rd Int. Conf. New Industr.
Crops Prod.; Princen, L.H., Rossi, C., Eds.; Assoc. Advancem. Industr. Crops.
publ. 1996; pp. 220-224.
18. Knothe, G.; Bagby, M.O.; Ryan, T.W.. III; Callahan, T.J.; Wheeler, H.G. Soc.
Automot. Eng., [Spec. Publ.] SP 1992, SP-900, 37-63.
19. Ryan, T.W., III; Dodge, L.G.; Callahan, T.J. J. Am. Oil Chem. Soc. 1984, 61,
1610-1619.
20. Clark, S.J.; Wagner, L.; Schrock, M.D.; Piennaar, P.G. J. Am. Oil Chem. Soc.
1984, 61, 1632-1638.
21. Klopfenstein, W.E. J. Am. Oil Chem. Soc. 1985, 62, 1029-1031.
22. Freedman, B.; Bagby, M.O. J. Am. Oil Chem. Soc. 1990, 67, 565-571.
23. Douros, T.; Schindlbauer, H. Erdoel, Erdgas, Kohle 1987, 103, 228-230.
24. Freedman, B.; Bagby, M.O.; Callahan, T.J.; Ryan, T.W., III Soc. Automot. Eng.
Techn. Pap. Ser. 1990, Paper No. 900343.
25. Pande, S.G.; Hardy, D.R. Fuel 1990, 69, 437-442.
26. Ladommatos, N.; Goacher, J. Fuel 1995, 74, 1083-1093.
27. Krisnangkura, K. J. Am. Oil Chem. Soc. 1986, 63, 552-553.
28. Handbook of Chemistry and Physics; Weast, R.C.; Astle, M.J.; Beyer, W.H., Eds.;
66th Ed.; CRC Press: Boca Raton, FL, 1985-1986; pp. D-272 - D-278.
29. Bruwer, J.J.; van D. Boshoff, B.; Hugo, F.J.C.; du Plessis, L.M.; Fuls, J.; Hawkins,C.; van der Walt, A.N.; Engelbrecht, A., paper presented at the 1980 Symposium,
South African Institute of Agricultural Engineers.
30. Bruwer, J.J.; van D. Boshoff, B.; Hugo, F.J.C.; Fuls, J.; Hawkins, C.; van der Walt,
A.N.; Engelbrecht, A.; du Plessis, L.M., paper presented at the 1980 National
Energy Symposium, American Society of Agricultural Engineers.
31. Bruwer, J.J.; v. d. Boshoff, B.; Hugo, F.J.C.; Fuls, J.; Hawkins, C.; v. d. Walt,
A.N.; Engelbrecht, A.; du Plessis, L.M. Comm. Eur. Communities, [Rep.] EUR
1981, EUR 7091, Energy Biomass Conf., 1st, 934-940.
32. Schwab, A.W.; Bagby, M.O.; Freedman, B. Fuel 1987, 66, 1372-1378.

33. Knothe, G.; Dunn, R.O.; Bagby, M.O. INFORM 1996, 7, 827-829.
34. Mittelbach, M. Liq. Fuels, Lubr. Addit. Biomass, Proc. Altern. Energy Conf.; Dale,
B.E., Ed.; American Society of Agricultural Engineers, St. Joseph, MI, 1994.
35. Andrews, A.S.; Quick, G.R. Energy Agric. 1984, 3, 323-332.
36. Eskin, N.A.M.; McDonald, B.E.; Przybylski, R.; Malcolmson, L.J.; Scarth, R.;
Mag, T.; Ward, K.; Adolph, D. In Bailey’s Industrial Oil and Fat Products;
Fifth Ed.; Hui, Y.H., Ed.; John Wiley & Sons, 1996; pp. 1-95 (p. 6).
37. Diesel Technology; National Academy Press: Washington, D.C., 1982; pp. 61-157.
38. Diesel Technology; National Academy Press; Washington, D.C., 1982; pp.
314-344 (Appendix B).
39. Krahl, J.; Vellguth, G.; Graef, M.; Munack, A.; Stalder, K.; Bahadir, M. Biomass
Energy Environ., Agric. Ind., Proc. Eur. Biomass Conf., 8th; Chartier, P., Ed.;
Elsevier: Oxford, 1995 (Meeting Date 1994); Vol. 2; pp. 1186-1191.
40. Diesel Engine Reference Book; Lilly, L.R.C., Ed.; Butterworths: London, 1984; pp.
18/9-18/10.
41. Mills, G.A; Howard, A.G. J. Inst. Energy 1983, 56, 131-137.
42. Geyer, S.M.; Jacobus, M.J.; Lestz, S.S. Trans. ASAE 1984, 27, 375-381.
43. Mittelbach, M.; Tritthart, P.; Junek, H. Energy Agric. 1985, 4, 207-215.
44. Wenzel, G.; Schulze-Lammers, P. Fat. Sci. Technol. 1995, 97, 475-481.
45. Cruz, J.M.; Ogunlowo, A.S.; Chancellor, W.J.; Goss, J.R. Resour. Conserv. 1981,
6, 69-74.
46. Bacon, D.M.; Brear, F.; Moncrieff, I.D.; Walker, K.L. In Beyond the Energy
Crisis; Fazzolare, R.A.; Smith, C.B., Eds.; Pergamon Press: Oxford, 1981,
Vol. III; p. 1525-1533.
47. Bettis, B.L.; Peterson, C.L.; Auld, D.L.; Driscoll, D.J.; Peterson, E.D. Agron. J.
1982, 74, 335-339.
48. Peterson, C.L.; Wagner, G.L.; Auld, D.L. Trans. ASAE 1983, 26, 322-327, 332.
49. Pryor, R.W.; Hanna, M.A.; Schinstock, J.L.; Bashford, L.L. Trans. ASAE 1983,
26, 333-337.
50. Korus, R.A.; Mousetis, T.L.; Lloyd, L. ASAE Publ. 1982, (4-82, Veg. Oil Fuels),
218-223.
51. Darcey, C.L.; LePori, W.A.; Yarbrough, C.M.; Engler, C.R. Trans. ASAE 1983,
26, 1626-1632.
52. Vellguth, G. Grundl. Landtechnik 1982, 32, 177-186.
53. Clevenger, M.D.; Bagby, M.O.; Goering, C.E.; Schwab, A.W.; Savage, L.D.
Trans. ASAE 1988, 31, 381-388.
54. Rewolinski, C.; Shaffer, D.L. J. Am. Oil Cem. Soc. 1985, 62, 1120-1124.
55. Peterson, C.L.; Korus, R.A; Mora, P.G.; Madsen, J.P. Trans. ASAE, 1987, 30,
28-35.
56. Krahl, J.; Vellguth, G.; Munack, A.; Stalder, K.; Bahadir, M. Motortechn. Z.
1996, 57, 24-31.
57. Stalder, K.; Gerhard, V.; Krahl, J.; Munack, A. Landtechnik 1995, 50, 266-267.
58. Ali, Y.; Hanna, M.A.; Leviticus, L.I. Bioresour. Technol. 1995, 52, 185-195.
59. Last, R.J.; Krüger, M.; Dürnholz, M. Soc. Automot. Eng. [Spec. Publ.] SP 1995,
SP-1093, 9-21.
60. J.F. McDonald, Purcell, D.L.; McClure, B.T.; Kittelson, D.B. Soc. Automot. Eng.

[Spec. Publ.] SP 1995, SP-1093, 191-207.
61. Zubik, J.; Sorenson, S.C.; Goering, C.E. Trans. ASAE, 1984, 27, 1251-1256.
62. Purcell, D.L.; McClure, B.T.; McDonald, J.; Basu, H.N. J. Am. Oil Chem. Soc.
1996, 73, 381-388.
63. Scholl, K.W.; Sorenson, S.C. In Alternate Fuels: A Decade of Success andPromise; Bata, R.M., Ed.; Society of Automotive Engineers, Warrendale, PA,
1994; pp. 555-567.
64. Knothe, G.; Bagby, M.O.; Ryan, T.W., III; Callahan, T.J. J. Am. Oil Chem. Soc.
1991, 68, 259-267 N 6564
65. Knothe, G.; Bagby, M.O.; Ryan, T.W., III; Wheeler, H.G.; Callahan, T.J. J. Am.
Oil Chem. Soc. 1992, 69, 341-345.
66. Clothier, P.Q.E.; Aguda, B.D.; Moise, A.; Pritchard, H.O. Chem. Soc. Rev. 1993,
22, 101-108.
67. Vaitilingom, G.; Higelin, P.; Andrzejewski, J.; Sapinski, A. Entropie 1991, 27,
39-43.
68. Poirier, M.A.; Steere, D.E.; Krogh, J.A.; U.S. Patent 5,454,842; October 3, 1995.
69. Msipa, C.K.M.; Goering, C.E.; Karcher, T.D. Trans. ASAE 1983, 26, 1669-1672.
70. Ziejewski, M.; Goettler, H.; Pratt, G.L. SAE Techn. Pap. Ser. 1986, Paper No.
860301.
71. Schmidt, A.; Staetter, W.; Marhold, A.; Zeiner, W.; Joos, G. Erdoel, Erdgas,
Kohle 1992, 108, 415-418.
72. Isi_igür, A.; Karaomano_lu; Aksoy, H.A.; Hamdallahpur, F.; Gülder, Ö. L.
Appl. Biochem. Biotechnol. 1993, 39-40, 89-105.
73. Goering, C.E. Combustion of Agriculturally Derived, Nonpetroleum Fuel in Diesel
Engines, Final Report, CR Grant No. 59-2171-0-2-090-0, U.S. Dept. Agric.
74. Freedman, B.; Pryde, E.H.; Mounts, T.L. J. Am. Oil Chem. Soc. 1984, 61, 16381643.
75. Freedman, B.; Butterfield, R.O., Pryde, E.H. J. Am. Oil Chem. Soc. 1986, 63,
1375-1380.
76. Mulangala, M.; Tshiamala, K. Entropie 1981, 98, 97-98.
77. Freedman, B.; Pryde, E.H. ASAE Publ. 1982, (4-82, Veg. Oil Fuels), 117-122.
78. Mittelbach, M.; Wörgetter, M.; Pernkopf, J.; Junek, H. Energy Agric. 1983, 2,
369-384.
79. Ahn, E.; Koncar, M.; Mittelbach, M.; Marr, R. Sep. Sci. Technol. 1995, 30, 20212033.
80. I_igigür, A.; Karaosmano_lu, F.; Aksoy, H.A. Appl. Biochem. Biotechnol. 1994,
45-46, 103-122.
81. Stage, H. Fett Wiss. Technol. 1988, 90, 28-32.
82. Enchelmaier, H.; Rasehorn, H.J.; German Patent 4,238,195; May 19, 1994.
83. Germani, M.M.G.; German Patent 4324875; February 3, 1994.
84 Gaskoks-Vertriebs GmbH; Austrian Patent 387,399; January 10, 1989.
85. Junek, H.; Mittelbach, M.; Andreae, F.; German Patent 3,727,981, March 3, 1988.
86. Hofmann, P.; German Patent 3,512,497; October 9, 1986.
87. Hock, O.S.; May, C.Y.; Yoo, C.K.; Australian Patent 626,014, July 23, 1992.
88. Kaufmann, H.P.; Grandel, F.; Grothues, B. Fett Seifen Anstrichm. 1958, 60, 919930

89. Graille, J.; Lozano, P.; Pioch, D.; Geneste, P.; Oleagineux 1986, 41, 457-464.
90. Harrington, K.J.; D’Arcy-Evans, C. J. Am. Oil Chem. Soc. 1985, 62, 1009-1013.
91. Graille, J.; Lozano, P.; Pioch, D.; Geneste, P.; Guida, A. Oleagineux 1982, 37,
421-424.
92. Graille, J.; Lozano, P.; Pioch, D.; Geneste, P. Oleagineux 1985, 40, 271-276.
93. Peterson, G.R.; Scarrah, W.P. J. Am. Oil Chem. Soc. 1984, 61, 1593-1597.
94. Nelson, L.; Foglia, T.A.; Marmer, W.N. INFORM 1995, 6, 509-510.
95. Nelson, L.A.; Foglia, T.A.; Dunn, R.O.; Marmer, W.N. submitted for publication.
96. Freedman, B.; Pryde, E.H.; Kwolek, W.F. J. Am. Oil Chem. Soc. 1984, 61, 12151220.
97. Freedman, B.; Kwolek, W.F.; Pryde, E.H. J. Am. Oil Chem. Soc. 1986, 63,
1370-1375.
98. Mittelbach, M. Chromatographia 1993, 37, 623-626.
99. Plank, C.; Lorbeer, E. Fett Wiss. Technol. 1994, 96, 379-386.
100. Plank, C.; Lorbeer, E. J. Chromatogr., A 1994, 683, 95-104.
101. Plank, C.; Lorbeer E. J. High Resolut. Chromatogr. 1993, 16, 483-487.
102. Plank, C.; Lorbeer E. J. High Resolut. Chromatogr. 1992, 15, 609-612.
103. Bondioli, P.; Mariani, C.; Lanzani, A.; Fedeli, E. Riv. Ital. Sostanze Grasse 1992,
69, 7-9.
104. Plank, C.; Lorbeer, E. J. Chromatogr., A 1995, 697, 461-468.
105. Mittelbach, M.; Roth, G.; Bergmann, A. Chromatographia 1996, 42, 431-434.
106. Cvengroš, J.; Cvengrošová, Z. J. Am. Oil Chem. Soc. 1994, 71, 1349-1352.
107. Lozano, P.; Chirat, N.; Graille, J.; Pioch, D. Fresenius’ J. Anal. Chem. 1996, 354,
319-322.
108. De Filippis, P.; Giavarini, C.; Scarsella, M.; Sorrentino, M. J. Am. Oil Chem. Soc.
1995, 72, 1399-1404.
109. Siekmann, R.W.; Pischinger, G.H. Proc. Vegetable Oil Diesel Fuel, Seminar III,
Agric. Rev. Manuals, publ. by U.S. Dept. Agric., Agric. Res. Serv., 1983.
110. Sadeghi-Jorabchi, H.; Wood, V.M.E.; Jeffery, F.; Bruster-Davies, A.; Loh, N.;
Coombs, D. Spectrosc. Eur. 1994, 6, 16, 18, 20-1.
111. Owen, K.; Coley, T. Automotive Fuels Handbook; Soc. Automot. Eng.:
Warrendale, PA, 1990; pp. 353-403.
112. Dunn, R.O.; Bagby, M.O. J. Am. Oil Chem. Soc. 1995, 72, 895-904.
113. Lal, K.; Dishong, D.M.; Dietz, J.G.; Eur. Pat. Appl. EP 604,125; June 29, 1994.
114. Lal, K.; U.S. Patent 5,338,471; August 16, 1994.
115. Demmering, G.; Schmid, K.; Bongardt, F.; Wittich, L.; German Patent 4,040,317;
June 25, 1992.
116. Böhmke, U.; Pennewiss, H.; Eur. Pat. Appl. EP 543,356; May 26,1993.
117. Davies, B.W.; Lewtas, K.; Lombardi, A.; PCT Int. Appl. WO 94 10,267; May 11,
1994.
118. Lewtas, K.; Block, D.; PCT Int. Appl. WO 93 18,115; September 16, 1993.
119. Bormann, K.; Gerstmeyer, A.; Franke, H.; Stirnal, G.; Wagner, K.D.; Flemmig, B.;
Kosubeck, K.; Fuchs, W.; Voigt, R.; Welker, J.; Viehweger, U.; Wehner, K.;
German (East) Patent DD 287,048; February 14, 1991.
120. Müller, M.; Pennewiss, H.; Janssen, D.; Eur. Pat. Appl. EP 406,684, January 9,
1991.

121. Dunn, R.O.; Shockley, M.W.; Bagby, M.O. J. Am. Oil Chem. Soc., in press.
122. Shockley, M.W.; Dunn, R.O.; Bagby, M.O. submitted for publication.
123. Lee, I.; Johnson, L.A.; Hammond, E.G. J. Am.Oil Chem. Soc. 1995, 72, 1155-1160
124. Lee, I.; Johnson, L.A.; Hammond, E.G. J. Am. Oil Chem. Soc. 1996, 73, 631-636.
125. Stournas, S.; Lois, E.; Serdari, A. J. Am. Oil Chem. Soc. 1995, 72, 433-437.
126. Goodrum, J.W.; Law, E.S. Trans. ASAE 1982, 25, 897-900.
127. Zhang, Y.; Van Gerpen, J.H. Soc. Automot. Eng., [Spec. Publ.] SP 1996, SP-1160,
1-15.
128. Goering, C,E.; Schwab, A.W.; Campion, R.M.; Pryde, E.H. ASAE Publ. 1982,(4-82, Veg.Oil Fuels), 279-286.
129. Boruff, P.A.; Schwab, A.W.; Goering, C.E.; Pryde, E.H. Trans. ASAE 1982, 25,
47-53.
130. Googin, J.M.; Compere, A.L.; Griffith, W.L. Energy Res. 1983, 3, 173-186.
131. Schwab, A.W.; Nielsen, H.C.; Brooks, D.D.; Pryde, E.H. J. Dispers. Sci. Technol.
1983, 4, 1-17.
132. Schwab, A.W.; Pryde, E.H. J. Dispers. Sci. Technol. 1985, 6, 563-574.
133. Dunn, R.O.; Schwab, A.W.; Bagby, M.O. J. Dispers. Sci. Technol. 1992, 13,
77-93.
134. Dunn, R.O.; Schwab, A.W.; Bagby, M.O. J. Dispers. Sci. Technol. 1993, 14,1-16.
135. Dunn, R.O.; Bagby, M.O. J. Am. Oil Chem. Soc. 1994, 71, 101-108.
136. Dunn, R.O.; Bagby, M.O. J. Am. Oil Chem. Soc. 1995, 72, 123-130.
137. Faletti, J.J.; Sorenson, S.C.; Goering, C.E. Trans. ASAE 1984, 27, 322-325.
138. Goering, C.E.; Fry, B. J. Am. Oil Chem. Soc. 1984, 61, 1638-1643.
139. Braun, D.E.; Stephenson, K.Q. ASAE Publ. 1982, (4-82, Veg. Oil Fuels), 294-302.
140. Schwab, A.W.; Fattore, R.S.; Pryde, E.H. J. Dispers. Sci. Technol. 1982, 3,
45-60.
141. Schwab, A.W.; U.S. Patent 4,451,265; May 29, 1984.
142. Schon, S.G.; Hazbun, E.A.; U.S. Patent 5,004,479; April 2, 1991.
143. Sexton, M.D.; Smith, A.K.; Bock, J.; Robbins, M.L.; Pace, S.J.; Grimes, P.G.;
Eur. Pat. Appl. EP 475,620, March 18, 1992.
144. Schwab, A.W.; Pryde, E.H.; U.S. Patent 4,451,267; May 29, 1984.
145. Schwab, A.W.; Pryde, E.H.; U.S. Patent 4,526,586; July 2, 1985.
146. Schwab, A.W.; Pryde, E.H.; U.S. Patent 4,557,734; December 10, 1985.
147. Martin, J.; Vanhemelryck, J.-L.; Eur. Pat. Appl. EP 587,551; March 16, 1994.
148. Hunter, H.F.; U..S. Patent 5,380,343; January 10, 1995.
149. Ziejewski, M.; Kaufman, K.R.; Schwab, A.W.; Pryde, E.H. J. Am. Oil Chem. Soc.
1984, 61, 1620-1626
150. Goering, C.E.; Schwab, A.W.; Campion, R.M.; Pryde, E.H. Trans. ASAE 1983,
26, 1602-1604, &1607.
151. Kato, M.; Tanaka, H.; Ueda, H.; Moriya, S.; Yaginuma, F.; Isshiki, N. Sekiyu
Gakkaishi 1992, 35, 115-118.
152. Masjuki, H.; Abdulmain, M.Z.; Sii, H.S.; Chua, L.H.; Seow, K.S. J. Energy, Heat
Mass Transfer 1994, 16, 295-304.
153. Sii, H.S.; Masjuki, H.; Zaki, A.M. J. Am. Oil Chem. Soc. 1995, 72, 905-909.
154. Schwab, A.W.; Dykstra, G.J.; Selke, E.; Sorenson, S.C.; Pryde, E.H. J. Am. OilChem. Soc. 1988, 65, 1781-1786.
155. Niehaus, R.A.; Goering, C.E.; Savage, L.D., Jr.; Sorenson, S.C., paper no. 85-1560
presented at the 1985 ASAE Winter Meeting, Chicago, IL.
156. Zaher, F.A.; Taman, A.R. Energy Sources 1993, 15, 499-504.
157. Billaud, F.; Dominguez, V.; Broutin, P.; Busson, C. J. Am. Oil Chem. Soc. 1995,
72, 1149-1154.
158. Stumborg, M.; Soveran, D.; Craig, W.; Robinson, W.; Ha, K. Energy Biomass
Wastes 1993, 16, 721-738.
159. Da Rocha Filho, G.N.; Brodzki, D.; Djéga-Mariadassou, G. Fuel 1993, 72, 543549.
160. Gusmão, J.; Brodzki, D.; Djéga-Mariadassou, G.; Frety, R. Catal. Today, 1989,
5, 533-544.
161. Cecchi, G.; Bonfand, A. Rev. Fr. Corps Gras 1987, 34, 397-401.
162. Nunes, P.P.; Brodzki, D.; Bugli, G.; Djéga-Mariadassou, G. Rev. Inst. Fr. Pet.
1986, 41, 421-431.
163. Dos Anjos, J.R.S.; Gonzalez, W.D.A.; Lam, Y.L.; Frety, R. Appl. Catal. 1983, 5,299-308.
164. Sumera, F.C.; Sadain, S. Philipp. J. Sci. 1990, 119, 333-345.
165. Du Plessis, L.M. CHEMSA 1982, 8, 150-154.
166. Du Plessis, L.M.; de Villiers, J.B.M.; van der Walt, W.H. J. Am. Oil Chem. Soc.
1985, 62, 748-752.
167. Bondioli, P.; Gasparoli, A.; Lanzani, A.; Fedeli, E.; Veronese, S.; Sala, M. J. Am.
Oil Chem. Soc. 1995, 72, 699-702.
168. Sims, R.E.H. Trans. ASAE 1985, 28, 716-721.
169. Lepori, W.A.; Engler, C.R.; Johnson, L.A; Yarbrough, C.M. In Liq. Fuels
Renewable Resour., Proc.Altern. Energy Conf.; Cundiff, J.S.. Ed.; ASAE: St.
Joseph, MI, 1992; pp. 89-98.
170. Ali, Y.; Hanna, M.A. Bioresour. Technol. 1994, 47, 131-134.
171. Ali, Y.; Hanna, M.A.; Borg, J.E. Bioresour. Technol. 1995, 52, 237-243.
172. Mittelbach, M.; Pokits, B.; Silberholz, A. In Liq. Fuels Renewable Resour., Proc.
Altern. Energy Conf.; Cundiff, J.S., Ed.; ASAE: St. Joseph, MI, 1992; pp. 74-78.
173. Reed, T.B.; Graboski, M.S.; Gaur, S. Energy Biomass Wastes 1991, 15, 907-914.
174. Karaosmano_lu, F.; Isi_igür, A.; Hamdallahpur, F.; Gülder, Ö.L.; Aksoy, H.A. In
Renewable Energy: Technol. Environ., Proc. World Renewable Energy Congr.,
2nd; Sayigh, A.A.M., Ed.; Pergamon, Oxford, 1992, Vol.3; pp. 1455-1459.
175. Nye, M.J.; Williamson, T.W.; Deshpande, S.; Schrader, J.H.; Snively, W.H.;
Yurkevich, T.P.; French, C.L. J. Am. Oil Chem. Soc. 1983, 60, 1598-1601.
176. Applewhite, T.H. In Kirk-Othmer, Encyclopedia of Chemical Technology; Third
Ed.; John-Wiley & Sons: New York, NY, 1980, Vol. 9; pp. 795-811.
177. Ali, Y.; Hanna, M.A.; Cuppett, S.L. J Am. Oil Chem. Soc. 1995, 72, 1557-1564.
178. Isi_igür, A.; Karaosmano_lu, F.; Aksoy, H.A.; Hamdallahpur, F.; Gülder, Ö.L.
Appl. Biochem. Biotechnol. 1994, 45-46, 93-102.
179. Kaufman, K.R.; Ziejewski, M. Trans. ASAE 1984, 27, 1626-1633.
180. Avella, F.; Galtieri, A.; Fiumara, A. Riv. Combust. 1992, 46, 181-188.
181. Gunstone, F.D.; Harwood, J.L.; Padley, F.B. Lipid Handbook; Second Ed.;
Chapman & Hall: London, 1994.