CEN/TR 15993:2010

SLOVENSKI STANDARD
01-april-2010
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Automotive fuels - Ethanol (E85) automotive fuel - Background to the parameters
required and their respective limits and determination
Kraftstoffe für Kraftfahrzeuge - Ethanol-Kraftstoff (E85) - Hintergrund für die geforderten
Parameter und deren jeweiligen Grenzwerte und Bestimmung
Carburants pour automobiles - Ethanol (E85) carburants pour automobiles - Background
to the parameters required and their respective limits and determination
Ta slovenski standard je istoveten z: CEN/TR 15993:2010
ICS:
71.080.60 Alkoholi. Etri Alcohols. Ethers
75.160.20 7HNRþDJRULYD Liquid fuels
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CEN/TR 15993
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
February 2010
ICS 75.160.20; 71.080.60
English Version
Automotive fuels - Ethanol (E85) automotive fuel - Background
to the parameters required and their respective limits and
determination
Carburants pour automobiles - Essence pour automobile Kraftstoffe für Kraftfahrzeuge - Ethanol-Kraftstoff (E85) -
Ethanol (E85) - Informations sur les paramètres requis et Hintergrund für die geforderten Parameter und deren
leurs limites et détermination respectives jeweiligen Grenzwerte und Bestimmung

This Technical Report was approved by CEN on 4 January 2010. It has been drawn up by the Technical Committee CEN/TC 19.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2010 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 15993:2010: E
worldwide for CEN national Members.

Contents Page
Foreword .3
1 Scope .4
2 Normative references .4
3 Summary of the ethanol fuel (E85) taskforce work .4
4 Record of the work to date .5
4.1 Context .5
4.2 The Ethanol (E85) automotive fuel Task Force .5
4.3 Planning .7
5 The draft ethanol (E85) automotive fuel specification .7
5.1 Parameters included .7
5.2 Considerations on the parameters .8
5.2.1 Denaturants .8
5.2.2 RON MON .8
5.2.3 Ethanol content and higher alcohols.9
5.2.4 Vapour pressure . 10
5.2.5 Density . 11
5.2.6 Sulfur content . 11
5.2.7 Oxidation stability . 12
5.2.8 Existent gum content (solvent washed) . 12
5.2.9 Appearance . 12
5.2.10 Higher alcohols (C3-C5) content . 12
5.2.11 Methanol content . 13
5.2.12 Ether (5 or more C atoms) content . 14
5.2.13 Phosphorus . 14
5.2.14 Water content . 14
5.2.15 Chloride content . 15
5.2.16 Copper strip corrosion . 16
5.2.17 Total acidity . 16
5.2.18 Copper content . 16
5.2.19 Sulfate content . 16
5.2.20 Conductivity . 17
5.2.21 pHe . 17
5.2.22 High boiling components . 17
5.2.23 Additives . 18
5.2.24 Biologically sourced ethanol . 18
5.2.25 Guidelines . 18
5.3 Parameters considered and not included in the draft specification . 18
5.3.1 Chlorine as chlorides . 18
5.3.2 Lead . 18
6 Acknowledgement . 18
Bibliography . 19

Foreword
This document (CEN/TR 15993:2010) has been prepared by Technical Committee CEN/TC 19 “Gaseous and
liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of
which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
The intention of the document was to support in publication of EN 15293, however both that document's and
the Technical Report enquiry ballot showed that many technical updates in both documents were needed.
This document will thus be updated immediately after its publication.
1 Scope
This Technical Report explains the requirements and test methods for marketed and delivered ethanol (E85)
automotive fuel according to EN 15293. It provides background information to judge the (approval of the) final text
of the standard and gives guidance and explanations to the producers, blenders, marketers and users of ethanol
(E85) automotive fuel.
NOTE 1 This document is directly related to prEN 15293:2009 and should be updated once further publications take
place.
NOTE 2 For the purposes of this document, the terms “% (m/m)” and “% (V/V)” are used to represent the mass
fraction, µ, and the volume fraction, φ, respectively.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 228, Automotive fuels ― Unleaded petrol ― Requirements and test methods
prEN 15293:2009, Automotive fuels — Ethanol (E85) automotive fuel — Requirements and test methods
1)
EN 15376:2007 , Automotive fuels — Ethanol as a blending component for petrol — Requirements and test
methods
CWA 15293, Automotive fuels — Ethanol E85 — Requirements and test methods
3 Summary of the ethanol fuel (E85) taskforce work
At the 2007 plenary meeting, CEN/TC 19 decided to register the following work item as described in its active
programme of work: Automotive fuels ― Ethanol E85 ― Requirements and test methods, under responsibility of
WG 21, with the scope to develop a CEN Standard on the basis of CWA 15293 and existing related national
standards and to check for the most appropriate wording of the title of the standard.
The work on the specification was developed during a series of Ethanol (E85) automotive fuel Task Force
(TF E85) meetings between October 2007 and May 2009, and is presented by means of this Technical Report.
The draft standard, now referenced by the identification prEN 15293, comprises a set of properties and limit
values to define an adequate quality of the ethanol (E85) automotive fuel and recommendations for precautions to
be taken. (See Table 1 in prEN 15293:2009.)
The draft standard was presented to CEN/TC 19/WG 21 in November 2008, together with a request to allow the
TF some additional time to finalize discussions and to study data that still needed to be generated from field
experience, both of refinery and ethanol production. Following that November meeting a draft enquiry text has
been developed and this was presented in January 2009 to WG 21 and thereafter to CEN/CMC.
It should be noted that the draft standard has been considered on the basis of the ethanol blend component
specification EN 15376:2007 and the last version of the EN 228 (unleaded petrol) standard. Revision discussion
on those documents has been included in the discussions in the last two years. However prEN 15293 still
contains some pending issues, which are noted as such in the text.

1) Revision discussions regarding this version have been included in the TF discussions and in this Technical Report.
Many of the test methods proposed by the test methods experts are being examined to determine their
applicability to ethanol (E85) fuel and to determine if their precision is sufficient to support the limit values
proposed. This activity is being undertaken in several other CEN working groups where the specialists in methods
are present.
An automatic link has been established between the gasoline and ethanol (EN 228, respectively EN 15376)
standards and the ethanol (E85) automotive fuel (prEN 15293) standard so that modifications to one will be
coherent with the other.
4 Record of the work to date
4.1 Context
The European Commission is following a policy of promoting renewable energy use in Europe, and to this end
is encouraging the extension of automotive gasoline fuel with a proportion of renewably-sourced ethyl alcohol
(referred to in this document as ethanol).
In order to facilitate a transparent and stable market in ethanol, it is necessary to establish an ethanol (E85)
automotive fuel standard for Europe that will ensure a uniform high quality fuel for problem-free ethanol use as
a gasoline fuel.
To this end, the Comité Européen de Normalisation (CEN) Technical Committee 19, responsible for
Automotive Fuels Standards, has accepted the CWA revision as a work item on its programme to be
developed in Working Group 21, responsible for Automotive Gasoline management.
The intention of CEN/TC 19 was to redraft the CWA into a CEN standard based on the publication of
EN 15376 and EN 228, also taking into account the developments in Sweden, France and Germany.
Discussion in WG 21 had given indications that there were still test method questions to solve and thus
national initiatives were not halted.
CEN/TC 19, having considered the proposal for a new work item, as documented in N 1318 and supported by
WG 21, noting the request from UPEI in document N 1326R, decides to register the following work item as
described in N 1318 in its active programme of work: Automotive fuels ― Ethanol E85 ― Requirements and
test methods, under responsibility of WG 21, with the scope to develop a CEN standard on the basis of
CWA 15293 and existing related national standards and to check for the most appropriate wording of the title
of the standard. The Task Force E85 was created.
The aim of the CWA was to keep the specification simple and straightforward, allowing cars to be introduced
in the market. The original idea was to ensure basic car functionality, for which the existing CWA succeeded.
However, as flexi-fuel vehicles would fall under the Emission Legislation soon, more stringent fuel
requirements were needed. The existing CWA was not able to support EURO V vehicles.
This European Standard specifies requirements and test methods for marketed and delivered Ethanol (E85)
automotive fuel. It is applicable to Ethanol (E85) for use in spark ignition engine vehicles designed to run on
Ethanol (E85).
Ethanol (E85) is a mixture of nominally 85 % ethanol and 15 % petrol, but also including the possibility of
having different "seasonal grades" containing more than 50 % ethanol.
This document is the report on the work to date carried out by this TF E85 towards establishing a European
Standard for ethanol (E85) automotive fuel.
4.2 The Ethanol (E85) automotive fuel Task Force
CEN, in anticipation of a mandate from the Commission, requested TC 19/WG 21 to convene a task force and
begin work on a draft ethanol (E85) automotive fuel standard. A call was made to the industries concerned by
the mandate for experts to participate in the TF E85, and the experts that have contributed to the work are
listed in Table 1.
Table 1 — Membership of the taskforce
Name Organisation Country
Auger Celine (since meeting 2) Renault France
Baldini Luca ENI Italy
Bennett John Afton Chemical UK
Bernard Joerg Suedzuecker Germany
Betlejewski Marek (since 2) PKN Orlen Poland
Colbert Dane Ethanol Union France
Costenoble Ortwin (TF Secretary) NEN Netherlands
Crepeau Gerald (Convenor) PSA Peugeot Citroën France
Elliott Nigel Exxon Mobil UK
Engelen Benoit Total Belgium
Feuerhelm Tom DIN/FAM Germany
Gameson Thomas Abengoa Bioenergia Spain
Gizynski Piotr PKN Orlen S.A. Poland
Grand Jean-Gabriel (until 2) Renault France
Hermans Pierre Exxonmobil Belgium
Jeuland Nicolas (since 5) IFP France
King Stan Afton Chemical CEFIC-ATC
Kronström Börje Svenska Shell Sweden
Lloyd Robin (until 4) Argent Energy UK
Leber Edwin Opel Germany
Manuelli Pascal Total France
Mirabella Walter Lyondell Italy
Nilsson Magnus General Motors Powertrain Sweden
Olofsson Mathias SEKAB Sweden
Pollak Vanda (since 6) Hungrana Hungary
Rantanen – Kolehmainen Leena (since 6) Nesteoil Finland
Rappange Aly Royal Nedalco Netherlands
Schuermans Kurt (since 7) Chevron
Sijben Jo (since 4) Proces Design Center Netherlands
Skret Iwona (until 6) Instytut Technologii Nafty Poland
Spaans Han AC Analytical Controls Netherlands
Tittarelli Paolo SSC Italy
Following his retirement as TF project leader, due to his change of profession, Mr Bennett handed over the
work to Mr Crépeau during the second meeting and his contribution to the work and initiatives of this TF is
hereby warmly acknowledged.
The task force has met on eight occasions:
st
1) 30 October 2007 Brussels, 1 meeting;
nd
2) 15 January 2008 Brussels, 2 meeting;
rd
3) 5 March 2008 Hamburg, 3 meeting;
th
4) 18 April 2008 London, 4 meeting;
th
5) 3 July Brussels, 5 meeting;
th
6) 11 September 2008 Brussels, 6 meeting;
th
7) 4/5 December 2008 Paris, 7 meeting;
th
8) 23 April 2009 Paris, 8 meeting.
4.3 Planning
The initial planning was: enquiry text ready in August 2008, the comments known in April 2009 and the final
text to be delivered to CEN/CMC in November 2009.
WG 21 had advised to use EN 228 as the blending component and had supported a six month extension
allowance for the E85 specification for the necessary updating of test methods and seasonal grades. Next, it
agreed that no shortened procedure, such as UAP, should be used. Thus, the renewed planning was pursued
and prEN 15239 published for ballot in May 2009.
However, the TF encountered several open issues due to the uncertainty of the guarantee of the octane in the
future with the integration of Blending Oxygenate Base-stock (BOB) in all European markets and its impact on
ethanol (E85) fuels. In addition, the test methods precision for chlorine content at 1 ppm or below and the
high-boiler requirement are under evaluation. Also time is required to collect data on the current market,
resulting in a better specification proposal. At the end of 2009, the TF still planned to aim at a submission for
Formal Vote halfway through 2010 although being revised this CEN Technical Report shall support the ballots.
5 The draft ethanol (E85) automotive fuel specification
5.1 Parameters included
Ethanol (E85) automotive fuel should be based on unleaded petrol complying with EN 228 and ethanol complying
with EN 15376.
The parameters chosen by the TF E85 are those presented in Table 1 (general requirements) and Table 2
(seasonal requirements) of prEN 15293:2009. There are different E85 TF positions for different parameters at the
moment. Most matters were agreed upon in full consensus. The following issues currently have a majority position
halfway 2009:
a) maximum limit of the inorganic chloride at 6,0 mg/kg at the stage where EN 15376 required the same and
a test was not assessed for lower measurements;
b) the required test method for pHe;
c) inclusion of the high boiling components in the seasonal requirements table.
A pending issue which is omitted at this stage is the minimum ethanol content for the summer grade.
NOTE For rejected parameters see 5.3,
5.2 Considerations on the parameters
5.2.1 Denaturants
The presence of petrol that conforms to EN 228 is generally considered sufficient to render Ethanol (E85) a
denatured product. The taskforce considers it is necessary to follow the same line of requirement as set out by
the ethanol taskforce and thus their requirement is copied.
5.2.2 RON MON
In Europe, E85 Flex Fuels Vehicles (FFV) are engineered on taking advantage of the higher octane value of
85 % ethanol. Originally, the CWA was drafted on the assumption that EN 228 would be used for blending and
the engine ignitions are tuned to these specification limits. The difference between E0 to E85 RON range were
analysed and the combustion potentials with higher octane fuels were demonstrated. The impact of energy
content loss, the knocking effect and the ignition timing was explained. The car manufacturers calibrate for E0
and E85 fuels based on an oxygen (ethanol) sensor. It is necessary to limit the variation on RON/MON for the
E85 fuel because a lower value on RON/MON is not suitable for engine calibration and could potentially
damage the engine. Also, it is impossible to test for EN 228 quality at the fuelling station in E85. If future
EN 228 at E10 level is used, it will be the finished E10 that meets the EN 228 boundaries. FFVs needed to be
able to run on RON 95, but for optimization reasons (OEMs calibrate on the full range of fuels used in the
FFV) they would need a minimum of 104/90 for the E85. If the octane is not measured (and EN 228 would not
be required for the petroleum part), other elements like paraffin needed to be limited and calorific value
needed to be tested. Moreover, it was shown the 104/90 RON/MON proposal was also for optimization of the
fuel economy.
ACEA suggested 104,0 RON and 90,0 MON minimum limits and the ethanol industry agreed to support the
auto-industry in their need to use the better octane.
Oil industry mentioned the only available petrol for blending will be BOB, which meets EN 228 after addition of
ethanol. They suggested defining an alternative proposal requiring blending with EN 228 minus the octane
specification. After a lot of discussions inside the TF E85 covering several meetings, the industry concluded
the final RON/MON depended on the quality of the BOB (typical BOB RON could be down to 92), but
suspected that in E85 it would be close to 104/88.
This issue warranted a MON/RON limit in the specification to maximise the benefits in the market, besides
having sufficient blend stock available at economical conditions to allow the market to grow.
The group agreed to consider a higher RON/MON based on the proposal of the engine manufacturers and
agreed on setting a MON/RON limit with the actual CFR engine test, include a BOB- ethanol calculation table
as an information for the blenders and to do a BOB-ethanol base blend check to further define the E85 limit.
After discussions, an E85 based on a fuel with 91 of RON and 83 of MON can reach the 104 and 88 targets,
these values are accepted by the group. Tests on two batches of low MON and RON imply that the
MON/RON requirement (104/88) was safely set. Oil industry confirmed that and also that sufficient flexibility
for the refinery remained.
As the uncertainty of the future value of RON and MON with the introduction of the BOB, a new debate on this
subject appeared. After additional information, EU car makers design vehicles in order to exploit higher octane
when available in the tank. For example, with a RON of 106 vs. 98, a CO gain of 5 % on mixed cycle.
Moreover, if OEMs are sure of the higher RON value, fuel consumption can be reduced by 40 % to 25 %
particularly if driven on highway due to a better knocking resistance.
As OEMs and ethanol industry believe this will make E85 fuels more attractive for the customer, it was agreed
to leave the 104 as indicative in the table in the first instance. Once there is sufficient confidence with actual
field data, the values could become mandatory.
The current ISO 5164 test can measure at the level of 106 of RON. It was suggested to specify 104 based on
the precision at that level. However, two steps should be taken notice of: estimation of the octane number and
the depicting of the specific nozzle on the CFR engine. As all engines should be certified for their specific
nozzle, it was agreed not to clarify the specific r and R in the specification. A correction should not be included
in the E85 specification.
5.2.3 Ethanol content and higher alcohols
The ethanol content is specified as a minimum to ensure a correct degree of purity for its use in automobiles,
and to qualify for Custom and Excise recognition. As the ethanol coming from the production facility may
contain small quantities of higher saturated alcohols C3 – C5 that are not considered harmful to engines, they
are included within this parameter. The higher saturated alcohols are also limited by a maximum content as a
separate parameter.
TF E85 supported allowing more flexibility on the amount of petrol to achieve the necessary performance. It
was suggested to include the French limits and to use different indications of grades to prevent confusion with
EN 228 climate classes.
The French Customs required a maximum range of 10 % from a consumer protection viewpoint. But the
flexibility in the DVPE would lose if you would limit the range of ethanol to 10 %. It was suggested to first
define the volatility grades and see if the ethanol content needed similar or additional grades.
Since the summer period seemed to give the constraints, ethanol industry suggested leaving out the
requirement of maximum ethanol percentage and limiting it by the vapour pressure. However in winter a limit
of 75 % seemed to give optimum results, as the more gasoline the better.
The group agreed to further address the need for a maximum ethanol limit and the French 10 % range
requirement, based on information from the car industry.
The engine needs vapour pressure for a cold start and DVPE is a way to measure it. Once running, the broad
distillation characteristics become the more critical and driveability is assisted by high front-end distillates. The
usefulness of the Driveability Index was debated. It was feared that we would deviate too much from the
original model with such high ethanol quantities.
Referring to the work in CEN/TC 19/WG 9 on three different methods, the GC test should report: oxygenates
only or also hydrocarbons. A reliable ethanol determination could be made with only minor updating of the
existing test methods.
It was suggested improving the definition of the effective ethanol content, which was a calculation of 100 %
minus the rest. The group felt that the ethanol content meant ethanol + higher alcohols. Oil industry, referring
to the fact that we needed to measure it in volume, would reckon the fact that ethanol has higher alcohols in it.
Ethanol industry indicated that the denaturants should be excluded and administrations referred to the needs
of the tax authorities.
The TF E85 agreed to limit the ethanol and higher content, using EN 15721 or another test suggested by
WG 9, and not the EN 15376 content, since there was a maximum on the higher alcohols content in the
specification table.
Limiting the content of unleaded petrol, the suggestion to delete the petrol content requirement from the table
was accepted since Ethanol (E85) is defined as a mixture of ethanol and petrol.
Ethanol industry favoured the original principal of actually blending 85 % and lowering the percentage too
much would make the product less commercially attractive. In the US, 70 % was required as a minimum.
Regarding E85 volatility in very cold conditions, it could be necessary to use block heaters.
To be sure that the completely range of EN 228 products can be used to ensure the vapour pressure requests
(see 5.2.4), a consensus proposal with four grades was presented and discussed. A wide range of limits on
ethanol and higher alcohol content was proposed: grade "a" from 70 % to 85 %, grade "b" from 70 % to 85 %,
grade "c" from 60 % to 85 % and grade "d" from 50 % to 85 %.
The debate was on acknowledging the French experience and allowing a wider ethanol content range (70 %
to 85 %), whereas the ethanol industry preferred the 75 % ethanol minimum. The oil industry argued that with
the E10 requirement becoming the new market situation, having a low DVPE BOB in stock was essential.
CONCAWE members would not approve a 75 % ethanol limit and additional data would be provided by the
French oil industry. On the b, c and d grades consensus was achieved, as was the DVPE values. For the
lower limit of ethanol content in grade a, this will be dealt before the end of the enquiry.
BOB in France has not been available until April 2009, so acquiring new data would take time. The group
agreed to await further data at the next meeting and requested the CONCAWE members to provide further
field data. Oil industry tabled that the French oil industry goal was, motivated by tax incentives on ethanol
quantity, to have the maximum amount of ethanol in E85, but they would not like to be blocked by availability
of gasoline in stock.
5.2.4 Vapour pressure
OEMs gave further details on the DVPE test results and engine impact regarding emissions and cold start.
The data showed that in winter the ethanol content should be above 75 %. With regards to the exhaust
emissions, a discussion on the catalyst adaptations needed and the delay in the combustion took place. The
group concluded that the fuel needed to be compatible to flexible-fuel vehicles. Further discussions on the
optimization of the ignition timing and relation to the emissions also took place. As mentioned before, the
ethanol content was closely linked to the DVPE.
With regards to the winter conditions, OEMs tabled the (new) emission regulations were not taken into
account in the former CWA and specific heating systems would be needed for the 50 kPa now required in
Sweden. Hence, the OEMs wished for 60 kPa.
Regarding the summer grades, some OEMs worried about early winter starts with 35 kPa summer grade still
available at the fuelling stations. Referring to the – 7 °C Euro 5b regulation, a reference fuel (linked to an
actual market fuel) would be legally required. Euro 5 would be applicable from 2009 with a E5 and E85 fuel
test at 20 °C and, for Euro 5b, at – 7 °C also with E5 and E85 reference fuel (not yet defined). The Comitology
process on Euro 5b had not yet been settled.
The convenor had proposed as an alternative solution introducing a third, intermediate grade with a 70 %
ethanol and a 50 DVPE minimum, this was agreed by the group. The TF experts considered the EN 228
different grades and deducted the ethanol content from the vapour pressures required by the different grades.
EN 228 allowed regional grades which could take care with the expected risks of having – 15 °C in late
summer in certain areas.
Oil industry showed empirical data on the strict DVPE – ethanol window that had to be met, with an analysis of
the hydrocarbon part it is possible to calculate the actual vapour pressure.
In winter, the oil blenders generally blend to the upper limit, but during transitional periods this may change.
Oil industry gave an overview of the current situation and explained BOB. They presented the risk that a
blender would first make EN 228 and then add 15 % to ethanol. Such might end up with a higher percentage
of ethanol than 85 %. They suggested a 40 kPa minimum combined with a 65 % to 85 % ethanol content
range or a 35 kPa minimum combined with a 70 % to 85 % for the summer grade.
TF E85 experts considered if not achieving 85 % ethanol with a 40 kPa was a market issue. Further
discussion on what could be achieved based on the vapour pressure took place. It was remarked that the
specification should not be closed for blenders using a higher VP gasoline and refinery ethanol blending is an
option. It was agreed that to set a lower end VP and a reasonable higher end VP that would provide market
flexibility. Referring to the Swedish experience with 35 kPa, it was commented that an increase to 40 kPa
would be a costly operation.
After an overview of the chosen grades for each country and the CONCAWE data showing the absolute
minimum temperature measured in each country, TF E85 agreed, to set the grade for each country and
recalculate the EN 228 classes into E85 grades for ethanol blending limits, provided all the E85 grades
include all European reasonable temperatures.
When the driveability data for different vapour pressure ranges were shown, the group's discussion
accepted − 13 °C as the engine starting requirement. The grade C is for inter seasonality or for winter for the
countries with a minima temperature superior to – 10 °C. OEMs repeated that at such low temperatures the
catalyst would not operate correctly and compliance with future emission regulations needed to be assured.
Oil industry indicated that a requirement of 85 % of ethanol cannot be compatible with a 60 kPa requirement
for all countries. OEMs indicated that the margins in winter would be small due to starting issues. A
th
compromise on the vapour pressure grades was sought for resolution during the 6 E85 TF meeting. OEM
accepted a decrease from 40 kPa min for the grade A to 35 kPa to allow an increase in the ethanol content
and the min vapour pressure for the grade C to 50 kPa minimum and for the grade D to 60 kPa. At these
limits, the impact on vapour pressure for the new emissions regulation at – 7 °C was raised. Each grade has
to be linked to temperature range of use and season period. Season period has to be defined by national
authorities.
Ethanol industry proposed having the actual grade C renumbered as b and introducing a new grade c with a
minimum of 60 % ethanol and a minimum DVPE of 55 kPa. Oil industry agreed to the expansion of the
amount of grades and mostly aimed at the high limit of the volatility.
A consensus proposal with four grades was presented and discussed. An agreement was reached: grade a
35 kPa to 60 kPa, grade b 50 kPa to 80 kPa, grade c 55 kPa to 80 kPa, grade d 60 kPa minimum.
5.2.5 Density
OEMs prefer a narrow range of density for a good driveability. The vehicle manufacturers use it to calibrate
fuel systems and consequently set the flow in the various critical parts (nozzles, pumps, etc.). While density is
primarily influenced by ethanol and aromatics, the quantity of fuel injected is linked to density. Additionally,
during the cold start, variations on density alter the air/fuel ratio, with the potential for knocking. For durability a
minimum limit and for exhaust emission a maximum limit was important, therefore the range should be
maximum 45 points.
E85 density field data were shown in the range between 760 and 800. The proposed range of 760 to 800 was
accepted by the group and EN ISO 12185 seemed applicable.
5.2.6 Sulfur content
It was questioned why sulfur should be checked when the two blending components (EN 228 and EN 15376)
were required and already meet the sulfur requirement. The oil industry responded, down stream
contamination could have impact and it is an extra check. Since sulfur contamination causes catalyst problem
and it is a political issue, it was sensible to specify it. This did not mean every batch needed testing.
The group accepted to include the 10 mg/kg limit and to consider a note indicating that good housekeeping
and fuel management with the use of specified fuels assures the blender that the specification was fulfilled.
The test method experts remarked that sulfate, considered as the more critical matter, still is a concern using
UVF sulfur testing. If the petrol was according to EN 228, the sulfur in E85 is far below 10 ppm. WG 27
experts noted that the WDXRF (EN 15485) method was only applicable when the total oxygenate content is
known (range of 23 % to 30 % of oxygen content in the actual proposed specification). Thus, he suggested
using EN 15486 (UVF). E85 TF declined developing a new test for E85 and supported the UVF method
although the sulfate problem is known. It was proposed deleting the total sulfur requirement as sulfate needed
to be measured and EN 228 petrol would be the other sulfur origin, only having 10 ppm but E85 TF concluded
that sulfur is an environmental requirement and could not be skipped.
Analytic experts agreed that the matrix effect could be solved. For sulfur the direct ICP test (under
development) still showed problems, because the volatile sulfur species would dissolve in the petrol, making it
difficult retrieving dry residue. They thus suggested not using ICP as an E85 test method for sulfur or other
species. The conclusion was that the two ethanol test methods could be applied, where for WDXRF a specific
calibration with an E75 internal standard to correct for the matrix effect should be applied. The group, hearing
the experts' recommendation that the precision and performance would not be hampered, agreed to refrain
from a new precision study, but revising the two test methods with a scope extension and procedure updates.
5.2.7 Oxidation stability
Since the applicability of EN ISO 7536 was questionable, testing on the applicability and checking for
discrimination based on the suggestion to add copper oxide was conducted. The results showed that all the
five samples (including two that were spiked with 100 ppm copper as requested by the TF) were stable for
12 h, which was double the time limit adopted for the European petrol standard. The results provided a first
indication that E85 could comply with a 6 h minimum limit for oxidation stability. However, undertaking a full-
scale statistical analysis to determine whether the results were consistent was necessary.
Ethanol industry suggested to remove the requirement as the test would not allow discrimination, but OEMs
remarked that additives could give a problem. The group thought that this issue was covered by the additives
clause, whereas the rest would be covered by requiring EN 228. The ACEA proposal is to keep it in order to
have more experience on this parameter. The oil industry supported setting the limit that had worked in
EN 228 for years, noting the questions around the actual validity of that requirement, and added that it
prevented blenders from using off-spec petrol. Based on the off-spec prevention and the EN 228 experience,
the group accepted the 360 min minimum limit.
5.2.8 Existent gum content (solvent washed)
Even at ambient temperature, the fuel can undergo an oxidation process which leads to the formation of
gums. These gums can cause several incidents engine fuel pump locking, nozzles obstruction, piston rings
sticking, etc. The group agreed to retain the 5 mg/100ml.
EN ISO 6246 seemed applicable but there is a risk of explosion during the test. However, the problem had
been solved by placing a valve in the equipment. The group agreed that the risk of explosion is not a major
issue.
In the CEN/TC 19/WG 21/Ethanol Taskforce the parameter had been replaced by dry residue, because the
ethanol industry had that test available. Dry residue should however not be considered for EN 15293, as fuel
suppliers would have the gum content test available.
5.2.9 Appearance
The same requirements as for gasoline, clear and bright by visual inspection, are set for ethanol (E85)
automotive fuel. The TF E85 agreed on using the EN 15591 method. This is intended to establish that the
ethanol (E85) fuel is free of suspended or precipitated contaminants. The origin of colour is mainly proteins
which may give problems; the yellowness as such does not present problems for the oil or automobile
industry.
5.2.10 Higher alcohols (C3-C5) content
The maximum value of higher saturated alcohols (C3 – C5) is limited to 2,0 % (V/V), this being an acceptable
value normally seen from ethanol production. They also assist in maintaining water in solution and lower the
DVPE of ethanol blends to a certain extent. They are so regarded as beneficial impurities resulting from the
industrial production process for ethanol, and therefore should be limited only to obtain an adequate purity of
ethanol.
The higher mono alcohols that can be found in ethanol are: propan-1-ol, butan-1-ol, butan-2-ol,
2-methylpropan-1-ol (isobutanol), 2 methylbutan 1 ol, and 3 methylbutan 1 ol. These mono-alcohols can also
contain traces of C6-C8. But it was not considered necessary to limit the latter individually as their presence is
naturally contained within the limit of 2,0 % for C3-C5.
Due to the possibility of denaturants in this list in a national excise regulation (examples from Hungary and
Finland have been presented within the group), in the case of methanol, higher alcohols, ethers and petrol the
maximum limits will be set by the theoretical maximum that origin from EN 15376 ethanol and EN 228 petrol.
The amount included in the denaturant will not be considered. For example, in the case of higher alcohols,
including isobutanol, the maximum amount in the ethanol is 2 % and the maximum amount in petrol depends
on the 3,7 % (m/m) oxygen limit.
For the sake of the example we imagine that it may be about 10 %. If the minimum ethanol content were set at
50 % as proposed by the convenor, then the maximum higher alcohol limit would be
(0,5 × 2) + (0,5 × 10) = 6 %. The calculation as presented in N40 towards 6,0 % (V/V) was accepted.
Three candidate test were studied, EN 1601, EN 14517 and EN 15721 (all in modified format). Precision data
were however not good. EN 15721 is studied for further improvement. It was agreed to require EN 1601, the
O-FID test as it was most widely known to all labs.
5.2.11 Methanol content
Methanol is naturally present in industrially produced ethanol in small quantities, and can as oxygenate
contribute to the combustion. However, methanol is toxic, it has a very high heat of vaporisation, it is strongly
hydroscopic and contributes strongly to the formation of azeotrope and thus high vapour pressure, and it may
require a co-solvent to prevent separation and can be aggressive towards certain metallic and non-metallic
materials in the fuel systems. Thus its volume should be limited.
The ASTM specification D4806 for ethanol as a blending component limits methanol content in ethanol to
0,5 % maximum. The European gasoline specification EN 228 permits up to 3 % methanol in the gasoline,
with the presence of co solvents to prevent separation.
It was reported that the fuel injection manufacturers are hostile to the presence of methanol in the fuel, for the
reasons of material compatibility noted above.
OEMs wanted to lower methanol
...