EPA Releases RFS Volumes for Biodiesel (finally)

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Biodiesel back on track for increased demand in upcoming years.  This is good news, and long overdue…

From the NBB:

The EPA today released its long-awaited proposal to establish volumes under the Renewable Fuel Standard (RFS). While the proposal is not perfect, we are pleased to report that it calls for steady growth in Biomass-based Diesel through 2017 and is a dramatic improvement from the EPA’s initial draft in November 2013. In fact, while the initial proposal would have held biodiesel flat at the 2013 standard of 1.28 billion gallons through 2015, today’s proposal calls for an increase of more than 600 million gallons between 2013 and 2017.

While we will continue pressing for stronger growth during the coming weeks, this represents a significant turnaround that should pave the way for healthy biodiesel markets in the coming years and also sets a precedent for further RFS growth in the future. The proposal, which is subject to public comment and change until finalized later this year, would establish the following volumes for Biomass-based Diesel:

2014 – 1.63 BG
2015 – 1.7 BG
2016 – 1.8 BG
2017 – 1.9 BG

Additionally, it includes the following growth for the overall Advanced Biofuel category, which offers further opportunity for biodiesel growth above and beyond the Biomass-based Diesel standards:

2014 – 2.68 BG
2015 – 2.9 BG
2016 – 3.4 BG

The EPA says it will finalize the proposal by Nov. 30.

We know the delays and uncertainty surrounding this RFS rule over the past two years have been incredibly damaging to our industry and have created significant hardships at your businesses. But the improvements in this proposal are a testament to the impact that we as an organized and unified industry can have in Washington. Thank you to all who participated in our advocacy efforts. This wouldn’t have happened without your help, and we will be calling on you to engage even more in the coming weeks.

 

 

Best Regards,

Joe Jobe
CEO
National Biodiesel Board

 

 

Corn prices have dropped, but has your food costs? Ask Chuck Grassley

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2015-05-20 02:24:11 EDT via OPIS
***Sen. Grassley Rails against RFS Repeal Opinion Piece

Sen. Chuck Grassley (R-Iowa) took to the Senate floor earlier today to rail
against a Wall Street Journal opinion piece written last week by the National
Chicken Council and the National Council of Chain Restaurants, calling on
Congress to repeal the Renewable Fuel Standard (RFS2).

In the opinion piece last week, the two groups described the RFS as a provision
“that stymies small businesses, hurts the environment and increases food
prices.” OPIS reported on the opinion piece on May 15.

“Once again, chain restaurants and chicken producers are teaming up to smear
homegrown biofuels producers at the expense of energy independence and cleaner
air,” Grassley said on the Senate floor, noting that “every couple of years,
food producers or grocery manufacturers team up with big oil to try to undermine
the extremely successful Renewable Fuel Standard.”

“I’m going to take this opportunity to do a simple fact check of some of the
most egregious claims. First, they claim that since 2005, when the RFS was first
adopted, costs of vital food commodities, including corn, grains and oilseeds,
poultry, meat, eggs and dairy have risen dramatically. This is pure myth,”
Grassley said. “The fact is consumer food prices have increased by an annual
average of 2.68% since 2005. In contrast, food prices increased by an average of
3.47% in the 25 years leading up to passage of the RFS,” he noted.

“Second, they claim that as a result of the RFS, corn is being ‘diverted’ from
livestock feed to ethanol. Again, this claim is false,” Grassley continued.
“Corn used for ethanol has come from the significant increases in corn
production since 2005….And one-third of the corn used for ethanol production is
returned to the market as animal feed. The amount of corn and corn co-products
available for feed use is larger today than any time in history. So, it’s hardly
being diverted,” he said.

“Finally, they claim the increases in feed costs have affected the American
production of beef, pork and chicken. They state that production had increased
consistently over the past 30 years, but has now leveled off due to the higher
cost of feed. Again, this is nowhere near reality,” Grassley said. The reality
is USDA is projecting red meat and poultry production of 95.2 billion pounds
this year, up 10% from 2005. … Just a few years ago, when corn prices had
peaked at more than $7.50 a bushel, grocers, food producers and restaurants were
claiming that food inflation would approach 10% because of the RFS. They warned
that they’d be forced to pass those higher costs on to consumers immediately,”
he said.

“Well, with corn at $3.50 a bushel today, have consumers seen a dramatic
reduction in retail food prices? … Corn prices have come down by more than
half in the past two-and-a-half years, so why are food producers holding prices
steady or increasing them?” Grassley asked.

“The fact is domestic renewable fuel producers are feeding and fueling the
world. … The [RFS] policy is working. I intend to defend all attacks against
this successful program whether they come from big oil, the EPA, big food or
others,” Grassley added.

Neither food group responded to Grassley’s remarks by presstime.

Autopsy of the NC Biofuels Center

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Almost a year old now,  I recently ran across an article that talked about the GOP’s funding retraction for the NC Biofuels Center and how it was politically motivated.   The article can be read in full at http://www.eenews.net/stories/1060003013.  I don’t know much about eenews.net, but the article reads very bent towards the political left, and didn’t really have any weigh in from the Republicans or any real mention of mitigating factors that may have contributed to the Center’s demise.

From a North Carolina biodiesel producer’s perspective, I have a few thoughts on the matter.   I met with the leadership of the Biofuels Center many times.  They came and visited my plant in 2011.   There are 5 biodiesel plants in North Carolina, and that year was the year we became the largest producer in the state.  I liked them instantly as they were very respectful and friendly.   They were not, however, very well educated on biodiesel or how it is produced.  I expected more I guess, being they were from the “Biofuels Center”.   I got multiple questions about fermentation, distillation, or similar ethanol type biofuel questions which had no application in my plant.  They were eager to learn, but I felt they should have come more prepared (and apparently I wasn’t the first biodiesel plant they had visited that week).

And that summed up in a nutshell the focus of the Biofuels Center (BC):  They were focused almost entirely on ethanol and ethanol based crop research.  The goal set by North Carolina was lofty:  “By 2017, 10 percent of liquid fuels sold in North Carolina will come from biofuels grown and produced within the State.”   Almost none of that, apparently, was envisioned as coming from the five biodiesel plants that already existed in North Carolina.   Logistically that made some sense, in that they needed at least a few very large biofuels plants in NC to be able to meet such a lofty goal as was set.  I know at least 3 of the 5 biodiesel plants (including TBI) would have happily accepted ANY incentives to expand our plants to meet the goal.  But the BC wanted ethanol.

Triangle Biofuels never got any financial support from the Biofuels Center, even though we contacted them and applied several times.  Where they did provide financial support, grants, or research assistance is well documented, but as far as I know there were no major allocation of funds ($250,000 to Blue Ridge Biofuels is the largest and only real grant I’m aware of) provided to any of the existing biodiesel plants for expansion to help meet the 10% goal set by the State.   To be fair, the $250,000 award to Blue Ridge is a sizable award by most biodiesel plant measures, but comparatively it was too small.  Much of the awards went to municipalities or research programs for university programs.   Their failures are also well documented, such as “Clean Burn” (see featured image above) in Raeford, NC, which received millions in funding and incentives but went bankrupt before it ever produced any ethanol.  Needless to say, it’s 2015 and we will come nowhere close to meeting that goal in 2017.  Most likely, it never really had a chance to begin with.

Lyle Estill of Piedmont Biofuels said this in the article:  “Looking back on the center, Estill said that its leaders would sometimes ‘impose petroleum thinking on the biofuels endeavor.’ In other words, the center aimed for big projects that require massive quantities of feedstock.”  Lyle and I often don’t see eye to eye, but I respect his expertise and passion for biodiesel as a fuel, and his perspective on this issue is dead on in my opinion.  He too wanted to see the smaller plants receive funding to help them grow, and possibly spark additional plants into production.  That, of course, never happened.

The idea of the Biofuels Center was a fantastic one; it was noble, and it was timely.  The people that worked there were ambitious, talented, and passionate.  Their execution however, was flawed and misguided.

Factor in the budget constraints that most states were operating under, the lack of any significant substantive accomplishments by the Biofuels Center towards the goal set for 2017, the low ROI on funds allocated to the center, and it isn’t difficult to understand the Legislature’s decision to stop funding the center.

 

NC Motor Fuel Tax for Biodiesel Reduced to .36/gallon!

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Effective April 1st, 2015 through December 31, 2015, the North Carolina motor fuel tax rate will decrease from 37.5 cents per gallon to 36 cents per gallon.  This also applies to biodiesel when used as a motor fuel for highway use.

The inspection tax remains at .0025 cents per gallon.

ASTM Fuel Oil Standard Revised to Accommodate B6-B20 Blends

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From OPIS:

ASTM International announced today new performance specifications for fuel oils(D396) that will accommodate blends of 6% to 20% biodiesel in conventional fuels.

The revised standard, to be known as D396-15a, will go into effect as soon as it is published, which ASTM said would be “soon.”

The blend is branded Bioheat (R) fuel. The fuel oils covered by D396 are used in home heating and hot water applications, as well as industrial boilers and burners.

The existing No. 1 and No. 2 grades in ASTM D396 already cover 5% biodiesel or less.

“The oilheat industry is reinventing itself as a 21st-Century fuel by moving to higher blends of low-carbon biodiesel and ultra-low sulfur levels across the board,” said John Huber, president of the National Oilheat Research Alliance (NORA), in a statement provided by the National Biodiesel Board (NBB). NBB and NORA have worked together on Bioheat (R) fuel certification, testing and user education.

The new B6-B20 grade is a blend of all the parameters contained in the existing No. 1 and No. 2 oilheat grades, but adds parameters for stability and allows a slightly higher distillation temperature for the blends. The changes are the same as those for B6-B20 in on-and-off-road diesel fuel passed by ASTM in 2008.

“The data set behind these changes is one of the most extensive I’ve seen in more than 20 years at ASTM,” said Steve Howell of M4 Consulting, an ASTM Fellow who chairs the ASTM Biodiesel Task Force. “Having an official standard for higher biodiesel blends in heating oil will help foster consumer confidence, and give blenders and distributors a needed tool to incorporate more low carbon, ultra-low sulfur biodiesel into heating oil.”

Research will continue to support official specifications for higher- concentration blends of biodiesel in heating oil, all the way to B100, according to NBB.

“Brookhaven National Laboratory surveys of customers already using biodiesel blends not only showed similar or better experience than with traditional fuel oil, they also showed many already use B20 or higher blends with great success,”
Howell said.

The official vote to change the standard took place at the December 2014 ASTM meeting.

–Kevin Adler, OPIS  (http://www.opisnet.com/)

 

 

Biodiesel Tax Credit for 2015?

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I just received a letter in the mail today from Senator Richard Burr regarding a letter I sent him about the biodiesel tax credit some months ago.  In it, I stated that the biodiesel tax credit is actually HARMFUL the way it is being currently implemented.  That is, letting it lapse for a whole year and then reinstating it retroactively, as Congress has now done three times.

He agreed that Congress should provide businesses more certainty than the current year-to-year extensions we are currently experiencing, but claimed that attempts at longer extensions (like the 3 to 5 year tax credit I proposed) were thwarted by a veto threat from the President.

This is confusing for us in the biodiesel industry, as the President has promised that the renewable energy sector has his full support.   That, however, does not appear to be the case.  Especially in light of the political games being played with the EPA and the RFS program, which are under the control of the President.

So, at best we can appear to hope for yet again another kicking of the can down the road, and another 1 year biodiesel tax credit for 2015.  Hopefully before we see January of 2016…

You can view the Senator Burr Letter here

To add insult to injury, I received a letter from my insurance carrier showing that the “Terrorism Risk Insurance Act” was set to expire on December 31, 2014 but was somehow able to be renewed until December 31, 2020!!   It just goes to show you what a powerful lobby can do for your industry.    Here’s the letter from the insurance carrier

 

 

RFS for Biodiesel Isn’t the Same RFS for Ethanol

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This past week the presidential hopefuls for 2016 attended the Iowa Ag Summit, which for all practical purposes served as a test run for the Iowa caucus hopefuls.  Of particular concern for all the candidates was how they were going to position themselves with respect to the RFS program.  Iowa is big on corn.  Corn means ethanol, and that means jobs for Iowans.

The EPA’s Renewable Fuel Standard (RFS) is a controversial program where the government has mandated that all petroleum motor fuels must have a certain amount of renewable fuel added to them in order to reduce harmful combustion emissions (so as to reduce greenhouse gases).   This is why you see the “This product contains up to 10% Ethanol” at the gas pump.

The government is essentially forcing the private industry (Oil and Gas) to purchase a product that under certain circumstances it would not purchase.  Ethanol by far makes up the bulk of the sales under the RFS program.  The program has increased the volume of renewable fuel required to be blended into transportation fuel from 9 billion gallons in 2008 to 36 billion gallons by 2022.   Most of this will be ethanol.

From the US EPA’s RFS site, here is the 2014 data, showing the number of RINs (Rewewable Identification Number) generated by each fuel class industry.  Biodiesel, the stuff we make at TBI, is listed under D4.  Ethanol would be under D3 and D6.

Fuel (D Code) Domestic Importer Foreign Generation
Cellulosic Biofuel (D3) 33,360,560 0 0
Biomass-Based Diesel (D4) 2,212,736,209 203,958,762 291,970,178
Advanced Biofuel (D5) 78,838,620 64,474,655 0
Renewable Fuel (D6) 14,009,755,793 79,009,021 257,366,277
Cellulosic Diesel (D7) 8,859 50,446 0

Biodiesel has long been the red-headed stepchild that just “tags along” under Ethanol in the RFS program.  Indeed, when the RFS program was first implemented, it was confusing for biodiesel producers to even comply with it because the program was so blatantly skewed towards ethanol.   But as you can see, Ethanol produced roughly 14 Billion RINs for 2014, with biodiesel trailing with a paltry 2.2 Billion domestically produced RINs.  Thus, naturally, the biodiesel faction really doesn’t have much influence into the RFS program, and we just go along with whatever big Ethanol can lobby and push to put in place.

The main issue I have as a biodiesel producer is I don’t think biodiesel needs the RFS.  As far as I can tell, it has not helped my industry.  In fact, in the past some unsavory types have fraudulently fabricated RFS data that put a black eye on my industry.   Instead we have layer upon layer of regulation, which encumbers business operations for small companies, and puts us at the mercy of political jockeying like we have seen in 2014 and 2015.

The EPA STILL hasn’t released the mandate requirements for RFS for 2014 and 2015.  This is supposed to be done in June of the year prior to the mandate year, meaning in 3 months, we should be receiving the mandate requirements for the 2016 production year.   This hasn’t happened, and it has created uncertainty and trepidity in our market.   That means depressed prices, depressed orders, and depressed revenues for producers.

The ethanol producers are big names you know well.  They have deep pockets, and can afford very powerful lobbyists and PACs in Washington DC to further their interests.   There are roughly 160 biodiesel plants in the US, most of which are 10 Million Gallons per Year (MGY) production, or less.

The shame of all of this is that biodiesel is a great renewable fuel.  It’s a drop in replacement for diesel, could be a stand alone fuel all by itself if the market were allowed to grow naturally.  (Ethanol is never sold “neat”, because of BATF regulations around ethanol and it’s low temperature ignition problems.  It is always blended with gasoline in some ratio.)

Further, there is no “Blend Wall” with biodiesel, you can blend it as high as you like as long as your engine is rated for it.  We regularly burn straight biodiesel in our cars and trucks without incident.

Biodiesel is here now.  No engine modifications needed, no refueling infrastructure changes needed, and by far, comparably less concerns or restrictions on usability or compatibility with modern vehicles on or off the road today.   The customers that use our fuel love it, and like the fact that we are recycling used cooking oil into a renewable fuel that is domestically produced here in the USA.  That, by itself, should be enough for biodiesel to stand on its own.

It may be wishful thinking, and maybe even a little naive, but I’d like to see biodiesel de-coupled from ethanol.  Ethanol is giving us a bad name (I still have people ask me if we make biodiesel out of corn…), and we really need to  be out in front of this problem and explaining the benefits of biodiesel instead of relying on Ethanol and the EPA to sort out our problems for us.

 

Biodiesel in Winter Time

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Most everyone knows that biodiesel in the winter time can have problems with gelling if used straight or in high biodiesel blends without anti-gel additives.   Here at TBI, we use biodiesel in our trucks and cars all year around, and generally don’t blend it with diesel fuel unless we are forced to because of mid-trip refuels or extremely low temperatures.    Diesel fuel can gel also, albeit usually at lower temperatures than biodiesel.  The feedstock, or type of vegetable oil used in production greatly affects the winter performance of biodiesel.  The less saturated the fat, the better the performance in winter time.  Canola oil works very well for low temperature biodiesel, and palm oil is among the worst for cold weather performance.

Source: NBB.org

Source: NBB.org

With North Carolina in the 20’s and 30’s for a few weeks and snow on the ground today, I thought it would be good to repost some information about biodiesel and gelling in the winter time.  There are two main measures of the potential for gelling when buying biodiesel, “cloud point” and “cold filter plug point”.

  1. The cloud point is the point at which the fuel will begin to form wax like crystals in the fuel which make the fuel appear cloudy, hence the name.  These wax like crystals are of course solids, and will cause filters to plug.   Long chain methyl esters, especially saturated ones like Palm Oil Biodiesel (PME), can solidify as the fuel temperatures drops. These can plug filters and cause engines to not start or stall shortly after start-up.
  2. The cold filter plug point is the temperature in which the fuel will no longer flow and will cause filter clogging.  Generally, the vehicle will have combustion issues before this temperature is reached, but certainly once it is reached, fuel will no longer reach the engine, and it will starve for fuel.

Other things that can also cause winter fuel performance issues are sediment and trash in the fuel, which can exacerbate and raise the cloud point temperature, due to the way the wax crystals form, as the sediment or trash particles in the fuel form a great nuclei for the wax crystals to form.  This means clean fuel is very important, especially in the winter time.   High moisture in biodiesel can also cause freezing or ice crystal problems in the fuel which can affect cold flow performance.

B100 Antigel Cold - Start of test

B100 treated with different anti-gel additives at the start of the test. Low was 14F.

B100 Antigel Colder

B100 treated with different anti-gel additives at the end of the test. Low was 14F.

Treatment Options

The two main ways that biodiesel is usually treated for winter time use is by adding anti-gel additives or blending with petroleum diesel (either #2 Diesel or #1 Diesel).  Commercial anti-gel additives can help winter fuel performance by modifying the wax crystal structure during crystal formation when cooling occurs in the fuel (this is true for diesel or biodiesel).

For biodiesel, simply adding a commercially available anti-gel additive for regular #2 diesel fuel should be fine.  Any truck stop or auto supply store will have several brands to choose from.  As long as it’s made for diesel fuel (and NOT gasoline), you will be okay.  However, some work better than others for biodiesel.  We’ve done some extensive testing with anti-gel additives and chose the best one for our commercial application to all our winter fuel blends.   Experiment and see which additive works best for your biodiesel fuel or biodiesel blend.   It is important to add the anti-gel before waxing occurs, as it will not perform as well afterwards.  So, add the anti-gel at the first sign of cold weather.

Biodiesel blends with #2 diesel as high as B80 (80% Biodiesel to 20% #2 Diesel) work well in North Carolina for vehicles that can operate on high biodiesel blends.  It helps to have a heated fuel filter as well, but it’s not always necessary.  Additionally, these fuels are usually treated with anti-gel additives too.   Colder temperatures in northern states might naturally require higher blends of diesel.  B20 is a common blend that seems to show few problems with cold weather in all but the coldest states.  Minnesota has done extensive testing in severe cold weather operations with B2 blends.

#1 Diesel, or Kerosene, has excellent cold flow properties and is quite often blended with #2 Diesel in the winter months to meet cold flow specifications, thus improving cold weather engine operability. Cloud and pour points, and CFPPs of some #1 Diesel fuels can be well below -30º F.   So adding #1 Diesel to B99 biodiesel can also have the same effect, lowering the cloud and pour points simply by blending fuels.

By using anti-gel additives and/or diesel fuel blends, you can continue to run biodiesel in your car or truck all winter long without fear of being stalled on the side of the road due to cold flow performance problems.  As always, be sure your fuel source is reliable and registered, so you know you are getting a good product.

Using Biodiesel for Boiler Fuel To Lower Emissions

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Are you trying to lower your sulfur or volatile emissions from your diesel fired boiler?   By adding biodiesel to your boiler fuel mixture you can realize some significant reductions in Sulfur, CO2, NOx, and other harmful particulate matter emissions from your stack.    Biodiesel has virtually no sulfur, so blending it with diesel fuel can help lower your emissions, as well as helping your boiler to burn more efficiently, and possibly reducing operating costs as well.  Biodiesel burns up to 80% cleaner than diesel fuel.

Air Pollution from boiler smoke stack

Emissions testings have shown that the use of B20 biodiesel in a boiler can reduce particulate matter emissions by as much as 20%, and can decrease NOx emissions by up to 20%. Blends with higher biodiesel content can provide greater particulate matter reductions. For example, the Brookhaven National Laboratory (BNL) has studied the use of bioheat blends in oil-fired heating systems for several years. BNL is the national leader in the United States for testing of fuels and heating equipment for the oilheat industry.  One focus of the research at BNL has been to determine if bioheat blends could be substituted for conventional heating oil without modification or adjustment to existing oil-fired heating systems.

We can offer biodiesel and biodiesel blends cheaper than #2 petroleum diesel fuel.

Triangle Biofuels has been using biodiesel for boiler fuel since the beginning of 2009, using pure biodiesel in warmer months, and sometimes using a biodiesel blend in winter months.  For new customers, we recommend starting out with a lower blend such as B5 (5% biodiesel to 95% petroleum diesel fuel).   Biodiesel will slowly clean your fuel tanks, fuel lines, and nozzles.  Using higher blends can cause problems initially as years of gunk can clog your lines or nozzles, or cause inefficient spray patterns.  Start slow and work up to higher blends over a few weeks or months.   Otherwise, there are no significant changes or modifications to observe for using biodiesel blends in your boiler.  Biodiesel works well in residential as well as large scale commercial boilers.

Because biodiesel has a higher flash point than #2 diesel fuel, a pre-heater is recommended, but not absolutely necessary.  Our first boiler was a Columba WL-60 which worked well without a pre-heater on B100.  Contact us and ask about using biodiesel or a biodiesel blend in your diesel fired boiler.

5 Things to Know About Biodiesel

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Biodiesel is not Vegetable Oil

This may be the most common mistake I still hear after 10 years making biodiesel from vegetable oil using transesterification.  Transesterification is the fancy name for the chemical process used to chemically break a triglyceride molecule down and turn it into a methyl-ester (the chemical name for biodiesel) and glycerol.   In 2015, I still have conversations where someone tells me they used to “make biodiesel” by mixing used cooking oil and gasoline and pouring it in their diesel truck.  Not only is that concoction NOT biodiesel, it’s not good for your engine, or even your fuel tank.  It WILL ruin your car or truck.  Don’t do it.

Biodiesel is Not Made from Corn

Nope, it’s not.  That’s Ethanol.  Unless you mean corn oil, but even that isn’t used very much in the biodiesel industry.  Ethanol is usually made from starches or sugar, which are broken down with enzymes, yeast, and fermentation into ethyl alcohol.  Biodiesel is ALWAYS made from fats, any fat, but not from sugar or starches like corn.   Common oils used commercially for producing biodiesel are soybean, canola, palm, jatropha, and used cooking oil.

Biodiesel Will Not Ruin Your Engine

Really, it won’t.  Well, maybe, it depends…  It got more complicated around 2009 with the EPA’s ruling to require engine manufacturers to use mechanical and urea based systems to reduce harmful emissions in diesel engines.   These changes, specifically DPF (diesel particulate filters) and urea additive systems can cause compatibility problems with high concentrations of biodiesel (above B20).   All diesel cars and trucks can at least handle blends of 5% biodiesel (B5) or less.   Most cars and trucks before 2007 are usually fine for blends up to B100, but after that you should check with your manufacturer to find out if your diesel car or truck can handle biodiesel blends above B5.

Biodiesel is Inexpensive

Biodiesel is usually cheaper than diesel fuel.   The government instituted a biodiesel tax credit for producers starting in 2004 to help make biodiesel more cost competitive with diesel fuel (which has subsidies already built in the tax code).   Because biodiesel is usually cheaper, and often because it is mandated for blending, petroleum companies regularly buy biodiesel in bulk for blending with regular diesel fuel in order to improve profits and take advantage of some of the beneficial properties of biodiesel in their fuel (like increased cetane and lubricity).  In fact, many times that diesel you are buying at the truck stop or convenience store is already a B5 or less blend, it just isn’t labeled as such.

You Don’t Have To Commit

Biodiesel is a certified fuel by the EPA and the ASTM.  That means that when used properly, it is compatible with any modern engine that is on the road today.  It also means you can use B20 biodiesel this week, then next week fill up with regular diesel, and next month use B5 biodiesel, and so on.   You can be a dedicated biodiesel enthusiast, or you can be a philanderer and switch back and forth as often as you wish.  It’s your choice.  Your engine won’t care.  Really.

That’s five things.  Want to know more?  Check out our Frequently Asked Questions or Why Biodiesel pages