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Article

The Effect of Contaminants and Temperatures of a High-Palm-Oil Biodiesel Blend on the Lifetime of a Diesel Fuel Filter

by
Ihwan Haryono
1,
Muchammad Taufiq Suryantoro
1,
Ade Kurniawan
1,
Muhammad Ma’ruf
1,*,
Budi Rochmanto
1,
Hari Setiapraja
1,*,
Ahmad Taufiqur Rohman
1,
Respatya Teguh Soewono
1,
Taufik Yuwono
1 and
Ahmad Syihan Auzani
2
1
Research Center for Energy Conversion and Conservation, National Research and Innovation Agency (BRIN), Tangerang Selatan 15314, Indonesia
2
Department of Mechanical Engineering, Faculty of Engineering, Universitas Indonesia, Depok 16424, Indonesia
*
Authors to whom correspondence should be addressed.
Energies 2025, 18(1), 219; https://doi.org/10.3390/en18010219
Submission received: 6 November 2024 / Revised: 14 December 2024 / Accepted: 18 December 2024 / Published: 6 January 2025
(This article belongs to the Section A4: Bio-Energy)
Browse Figures
Versions Notes

Abstract

:
The use of a high concentration of biodiesel blends has been implemented nationally in Indonesia as part of the government’s program to increase energy security and improve environmental quality. However, a high concentration of biodiesel, specifically a blending volume of 30% (B30), leads to a shorter fuel filter lifetime compared with pure diesel fuel (B0), due to the precipitation of impurities from biodiesel and the presence of contaminants from the environment. A study was conducted involving a rig test to evaluate the effect of using B30 on filter lifetime, referred to as JIS D1617:1998. The results showed that the temperature and cleanliness of the biodiesel had a strong influence on filter blocking. B30 with an ISO cleanliness of 22/21/17 without added standard dust contaminants at 15 °C for 48 h produced larger amounts of deposits compared to B0 with an ISO cleanliness of 16/13/7 with the addition of 1 g of contaminant for the same treatment. B30 with 1 g of additional contaminants soaked at 15 °C produced a larger amount of deposit than B30 with 2 g of added contaminant soaked at ~27 °C. The weighing of the used filters showed that deposits that originated from biodiesel impurities and precipitations were the dominant material causing a reduced fuel filter lifetime. In addition to the cleanliness factor, a decrease in the micron rating of the filter resulted in a shorter filter lifetime.

1. Introduction

The utilization of blended biodiesel fuel has been implemented nationwide in Indonesia. Currently, it is also possible to predict the impacts of using biodiesel, as some of the disadvantages are widely recognized. In Indonesia, the utilization of high-ratio biodiesel blending fuel began in 2016 through a government mandate on the use of B20, and B30 was first used in 2021. In the first third of 2023, it was also decided to use B35 in various diesel engine application sectors after road tests using B40 for 50,000 km using passenger vehicles and heavy-duty vehicles were conducted. The results of the road tests have shown that the use of B40 is not significantly different from the use of B30 [1].
Biodiesel is a fuel consisting of a mixture of mono-alkyl esters of long-chain fatty acids made from renewable sources, such as animal and vegetable oils like palm oil. Biodiesel is produced via a transesterification process, in which triglycerides in the base oil react with an alcohol (commonly methanol) in the presence of a catalyst, forming methyl esters (biodiesel’s main component) and glycerol as a byproduct. This reaction breaks down triglycerides into fatty acid methyl esters (FAMEs) and glycerin, with residual compounds like monoglycerides and diglycerides remaining when the reaction is incomplete. Additionally, compounds found in vegetable oils, such as sterols and tocopherols, may persist in biodiesel even in small concentrations, as shown in Figure 1. Saturated monoglycerides produce precipitation at temperatures close to their cloud point, causing issues in the use of biodiesel at low temperatures [2].
In addition to several other aspects, such as economic considerations, biodiesel is considered to have many technical advantages over pure diesel fuel, including superior inherent lubricity, low toxicity, a high flash point (non-flammability) and biodegradability, a very low or negligible sulfur content, and lower exhaust emissions than most regulated species [3]. However, the effect of biodiesel on the fuel injection system, especially on the filter, needs to be considered. Some studies have reported that the use of biodiesel can cause the filter blocking tendency to increase with mixed FAME blends [4,5]. Several field studies have reported that the use of biodiesel results in a shorter fuel filter life or the need for frequent filter replacement [6]. The stability of the storage of biodiesel, its oxidation stability, and its high affinity with water can shorten the usage life of fuel filters. Oxidation during the process of storing or using this fuel causes a higher acid number, viscosity, and the aggregation of gelatinous compounds [7].
Several components resulting from imperfect biodiesel production processes have been observed to cause filter blocking tendencies, including monoglycerides, free glycerines, and sterol glucosides, among others [8]. Precipitate formation has been correlated with the presence of minor components with different polarities and low solubility in biodiesel, such as saturated monoglycerides and free steryl glucosides (FSGs) [9]. When temperatures reach the melting point (MP), saturated fatty acid methyl esters (FAMEs) nucleate and form solid crystals. The larger crystals may plug or restrict flow through fuel lines and filters. The pour point temperature of the palm oil methyl ester is 15 °C [10]. A study by Mendosa et al. confirmed that temperature has a marked effect on biodiesel precipitate formation [11]. A study on saturated monoglycerides was carried out by Ghaizani et al. [12], showing the precipitation of biodiesel containing monostearin variations of 0.4%, 0.71%, and 0.92% after they were aged at temperatures ranging from 15 °C to ambient for 2 weeks. The amount of precipitate formed at the aging temperature of 15 °C was more than twice as much as that at an ambient temperature (±30 °C). Therefore, introducing a heating system within the fuel system is a feasible approach to addressing the filter clogging problem caused by FAMEs. According to Thangamani et al., heating karanja biodiesel to 16 °C may cause a pressure decrease comparable to that of diesel [5].
A study conducted by Suwannamit et al. [13] showed that biodiesel precipitates were formed at 10 to 25 °C test operating temperatures. Rig tests were carried out to determine the occurrence of precipitation due to exposure to environmental temperature. Filter blocking was known based on the occurrence of a differential pressure of the biodiesel fluid before and after entering the fuel filter. According to the test results obtained, a differential pressure of 30 kPa could be achieved within 1 to 10 min if the biodiesel contained precipitates of 20 to 280 g/mL. At operating temperatures above 25 °C, the precipitates formed had values close to zero [13]. Sterol glucosides (SGs) occur naturally in vegetable oils and fats in an acylated form. SGs can essentially be considered “dispersed fine solid particles” in biodiesel due to their high melting point of 240 °C and their insolubility in biodiesel and diesel fuel. These dispersed SG particles may also promote the crystallization of other compounds. Even at relatively low levels (35 parts per million or higher), sterol glucosides may promote the formation of aggregates in biodiesel. A cloud-like substance is visible under a microscope in the form of agglomerates of various sizes composed of discrete particles of 10 to 15 microns [14].
Solid contaminants are found in filters, both from organic and inorganic materials originating from feed stock or from the production process. These contaminants comprise approx. 90% of the total material found in these filters. A study demonstrated that the organic fraction consists of steryl glucosides. No saturated monoglycerides were detected in the filter observed. The other causes of fuel filter blocking include hard and soft particles, carboxylate salts, oxidation products of biodiesel, and others [15,16,17,18]. Csontos et al. [19] conducted a detailed study of filtration systems with the aim of improving their performance and extending the mileage of fuel filters in vehicles fueled by biodiesel blends. Their study focused specifically on optimizing the filtration system for biodiesel blend fuel. The study examined four different types of adsorption filters and compared their effectiveness with that of existing fuel filters, with the testing being carried out on a specially designed rig for this evaluation. The main purpose of the adsorption filter system is to prevent soft particles, particularly zinc–neodecanoate, from contaminating the fuel injection system, as these particles are known to cause injector fouling, which can significantly decrease engine performance. The results of the study suggest that the adsorption filter system holds promise as an alternative solution for improving filtration in biodiesel-fueled vehicles, offering potential benefits in terms of both fuel efficiency and engine durability. In addition, Bateni et al. [20] conducted a comprehensive review of various adsorption methods used for biodiesel purification, detailing the types of adsorbents commonly employed, such as silica-based, biomass-based, and active compounds. These adsorbents have been shown to exhibit excellent efficiency in the purification process, with active compounds, for example, achieving an impressive 93.4% yield when used to purify spent cooking oil, demonstrating their potential for large-scale biodiesel production and purification.
Modern diesel engines are equipped with a High-Pressure Common Rail (HPCR) fuel injection system that can obtain injection pressures of up to 2000–2500 bar to produce high combustion efficiency and low exhaust emissions. This can be achieved with a high-precision injector system configuration with a tolerance of 2–5 µm [21]. Thus, this system is sensitive to various contaminants and the fuel residues used. The high cleanliness of fuel recommended by the WWF Charter does not exceed ISO code rating [22] 18/16/13 [23]. The fuel used in diesel vehicles with an Electronically Controlled Unit Injector (EUI) system must have a cleanliness level as recommended by the WWF Charter. This prevents particles from damaging the injector with nozzle openings of 6–7 µm. Fuel with an ISO cleanliness code rating of 12/9/6 [24] must be used in injection systems with HPCR System (HPCR) technology. Samples of the biodiesel fuel found in the field had cleanliness within the limits of ISO code rating 22/19/13, ISO code rating 22/19/14, and ISO code rating 19/17/13. Thus, the task of the fuel filter is important for obtaining the desired level of cleanliness. Generally, fuel filters have an efficiency rating of 7 microns to 25 microns [25]. The efficiency of filters can be increased by reducing the pore diameter, enabling the filtration of contaminants down to small sizes, but this results in a shorter filter life. The filter contaminant load increases with the use of a high concentration of biodiesel.
Those studies indicate that using high-ratio biodiesel fuel requires stricter fuel cleanliness standards and a reduction in impurities from the biodiesel production process. However, there has been limited research on the role of hard deposits in filter blockage associated with high-ratio biodiesel blend fuel. The aim of this study was to explore the effect of hard particles, which are frequently found in the environment or during the refining process of diesel fuel, on fuel filter blockage at various temperatures. To determine the effect of using B30 on fuel filters, a filter blocking test was carried out on a test rig using the Japanese standard D1617:1998 [26] method with minor modifications, such as the number of tests and the addition of contaminants [27]. The B30 used was marketed as having been obtained from gas stations and was produced from palm oil as a raw material. As a comparison, B0 fuel (diesel CN 53) was used. Tests were carried out at varying temperatures of 18 °C and room ambient temperature using 10- and 30-micron filter paper.

2. Materials and Methods

2.1. Test Fuels

Samples B30 and B0 were obtained from fuel filling stations in the South Tangerang area. The market diesel fuel of B30 is a mixture of B100 produced from palm oil with diesel fuel with a cetane number of 48 (diesel 48). In this study, B0 (market diesel fuel 53) was used as a comparison because it has fewer impurities and contaminants. Each test fuel specification (B30, B0_Diesel 48, B0_Diesel 53, and B100) must meet the quality standards in Indonesia, as shown in Table 1.

2.2. Test Filter Paper

The filter used in the filter blocking and deposit formation tests (F1–F6) was a cellulose type of filter paper with 30-micron and 10-micron ratings. The whole fuel filter unit, the dimensions, and the cut filter paper for the test are shown in Figure 2.

2.3. Test Procedure

2.3.1. Filter Blocking Test and Deposit Weight

The rig test was carried out by measuring the differential pressure (dP) before and after the fuel passed through the filter paper after soaking at a certain temperature (15 °C, 18 °C or ambient) for 48 h. As much as 1 g or 2 g of standard JIS Z8901 Class 8 dust contaminants were added to 10 L of the tested fuels. The particle size distribution between 6.6 and 8.6 microns in the tested fuels represents more than 50% of the total powder distribution, as defined by JIS Z8901 Class 8. The test variations are shown in Table 2. The testing was carried out with reference to the Japanese standard D1617:1998, with slight adjustments. The filter paper used is shown in Figure 2. The paper was cut into a circle with a diameter of 90 mm according to the tested filter holder in the test system.
The differential pressure test was carried out by flowing 10 L of fuel into the test system with a flow rate of 0.5 L/min. Differential pressure data before and after the filter were recorded every 0.5 min. The test system was stopped during overpressure when the differential pressure reached a value of 47 kPa [28]. A schematic diagram of the test system is shown in Figure 3.

2.3.2. Used Filter Weight

The used filter paper was weighed before and after the differential pressure test. After the dP test was carried out, the filter paper was vacuumed in a desiccator for 48 h. The deposit weight is the difference in filter weight after and before the differential pressure test.

2.3.3. Filter Lifetime Evaluation

The test conditions for filter lifetime evaluation were as same as described in Section 2.3.1 but with 10-micron cellulose filter paper and soaking conditions at a temperature of 18 °C for 48 h. The test fuel was added at a rate of 1 g/10 L of contaminant. Fuel samples during the test were tapped before and after passing through the filter. Next, the sample was sent to the laboratory for an ISO cleanliness test to determine the particle retention capacity of the filter [29].

3. Results

3.1. Filter Blocking and Deposit Weight

The rig test results for filter blocking and the deposit weight are shown in Figure 4, Figure 5, Figure 6 and Figure 7. The comparison between filter blocking for B30 and B0 at the maximum retention capacity is shown in Figure 8.
Three filters, F1, F2, and F3, did not show any significant change in pressure difference until the test was completed. During the test with F5, total blockage occurred with a filter pressure difference of 47 kPa. During the tests with F4 and F6, the filters began to experience blockage at the 18th minute, which is shown by a steep increase in differential pressure, as shown in the graph [30].
B30 and B0 fuel without contaminants produced a similar dP for the 30-micron filter paper. However, a larger amount of deposit (3.22 g) formed on the B30 filter compared to B0 (2.59 g). This is because B0, which is conventional diesel, does not produce precipitation like biodiesel. B0 is intended for Euro-4 technology vehicles, and its ISO cleanliness is much lower than that of B0 for mixing B30 (Table 3). An ISO cleanliness code is a three-digit value used to communicate particulate contamination in oil [22]. The code is used to quantify particulate contamination levels per milliliter of fluid at three sizes—4 µ, 6 µ, and 14 µ [31]. Likewise, adding 1 gr/10 L of contaminant to B0 in F3 still produces a smaller amount of deposit than B30 without adding contaminant. Apart from the precipitation factor of B30, the ISO cleanliness of B0, which makes up the biodiesel mixture, compared to B30 is suspected to be the cause of the larger amount of deposit on the fuel filter. F3 from B0 with 1 gr/10 L addition of contaminant produced a deposit of 3.04 gr, while F1 produced a deposit of 3.22 g.
The effects of exposure of temperatures to the pour point of B100 and additional contaminants can be seen in F4. Exposure to a temperature of 15 °C and additional contaminants of 1 g/10 L for B30 resulted in an increase in dP, which started in the 18th minute. A sharp increase in dP occurred at the end of the test at 20 min. The effect of temperature and contaminants produced more deposits compared to F1, F2, or F3. However, the amount of deposit in F4 was also larger than that of F6, which was soaked at room ambient temperature (~27 °C) and to which 2 g/10 L of contaminants in B30 were added. F4 produced a deposit weighing 3.74 g, and F6 produced a deposit weighing 3.64 g. Figure 6 shows that the surfaces of the used filters F1, F2, and F3 were not completely covered by deposits, which prevented an increase in the pressure difference. The B0 test results for F2, which did not include any additional contaminants, demonstrated that the used filter was cleaner. Even in the case of F1, without added contaminants, impurities of B0 as a mixture of B30, which has higher ISO cleanliness, resulted in deposits on some of the used filter surfaces. The amount of deposit formed in F1 was larger than that of F3 produced from B0 with the addition of 1 g of contaminant.
Figure 6 also reveals the formation of deposits in F4 and F6 covering the entire surface exposed to the test fuel in amounts that appear similar. This corresponds to the resulting pressure difference (F3) and the weight of the used filter (F4). The black color is a result of the cleanliness of B0 as a base fuel for the mixture of B30, and the red color derives from the added contaminants. In Figure 6, the blocking of the filter and the highest weight of the used filter are noticeable, with the filter appearing reddish, sticky, and shiny. In addition to the impact of the contaminants, the blocked filter was affected by the pour point temperature of B100, leading to the formation of a sticky and shiny deposit.
The effect of temperatures below the pour point of B100 in B30 and contaminant can be seen clearly in F5 and F6, where the occurrence of filter blocking is visible in F5. This shows that F5 has a more than 50% shorter filter life than F6. The longer life of F6 than F5 is due to the filter soaking at room temperature, while F5 was soaked at a temperature of 15 °C. This result was confirmed by weighing the deposit from F6, which was much lighter than that of F5. F5 produced a deposit weighing 5.36 g, and F6 a deposit weighing 3.64 g.
This observation is further supported by the scanning electron microscopy (SEM) analysis, as shown in Figure 7, which provides morphological evidence of the crystallization process. The SEM images of F5, soaked at 15 °C, reveal significant pore blockage with dense deposits covering the filter surface. This confirms that temperatures below the pour point of B100 in the B30 mixture promote fuel crystallization, leading to larger deposit formation and filter clogging. In contrast, the SEM images of F6, soaked at 27 °C, show a less dense distribution of deposits, with many pores remaining open. The higher temperature reduced the extent of crystallization, minimizing filter blockage, and explaining the lighter deposit weight observed for F6. In comparison, the SEM images of the new filter show a clean and uniform fiber structure with fully open pores, while the filter exposed to B0 fuel displays slight surface changes but retains much of its original pore structure. These differences highlight the critical role of the fuel type and temperature in filter performance, with B30 and low temperatures contributing significantly to pore blockage due to crystallization effects.
With a given variety of contaminants and fuel composition, the interaction between soft contaminants (organic contaminants) and hard contaminants (inorganic contaminants) shows a significant contribution to the tendency of filter clogging in biodiesel fuel, a condition that worsen at low temperatures. The JIS Z8901 Kanto Loam Test Dust Class 8 standard was used to simulate hard contaminants commonly found in industrial environments, incorporating particles such as silica (SiO2), iron oxide (Fe2O3), and alumina (Al2O3). These hard contaminants can mix into fuel during storage or usage, especially in vehicles and machinery operating in dusty environments. Under low-temperature conditions, soft contaminants, such as saturated monoglycerides and sterol glucosides. in biodiesel tend to undergo sedimentation and crystallization [38].

3.2. Filter Lifetime

The filter blocking test results of B30 after soaking at a temperature close to the cloud point (18 °C) show that the lifetime of the B30 filter was shorter than that of the B0 filter. Filter blocking (indicated by increased pressure) occurs when the differential pressure reaches a value of 47 kPa. This was achieved in 13.2 min by B30 and 16.8 min by B0, as shown in Figure 8.
The filter life can be calculated from the number of particles caught on the filter paper. The amount of fuel that passed through the filter with a flow rate of 0.5 L/min for 13.2 min was as much as 6.6 L. Standard dust contaminants were added to the test fuel used so that the test produced a maximum pressure difference of 47 kPa. ISO cleanliness is the number of particles with a diameter larger than 4, 6, and 14 microns for every 100 mL. After the addition of dust contaminants, the number of 4-micron diameter particles for B30 fuel was 286,457 before filtration and 184,054 after filtration. The filtration efficiency for particles of that size was 35.75%. The deviation of particles larger than 4 microns after filter testing at 100 milliliters was 102,404. The number of captured particles for B30 that were larger than 4 microns was therefore 102,403 × 10 × 6.6 = 6,758,598. The numbers of particles captured on the test filter paper (effective diameter: 80 mm) for each contaminant size and fuel are shown in Table 4.
The effective area that the test fuel passed through was calculated as: 3.14 × 402 = 5024 mm2, and the total area of the test filter paper was 653,600 mm2 (Figure 2). The total particle retention in a unit of fuel filter B30 for >4-micron particles is therefore 879,293,600. The total retention capacity in filter for each particle diameter of both test fuel is shown in Table 5. Both fuels have a cleanliness of 22/21/17 and 16/13/7, with the number of particles > 4 microns of 23,744 and 477 per 100 mL, respectively (Table 3), and the filtration efficiency for 4-micron-sized particles is 35.75%, so the filter lifetimes of B30 and B0 are 345 h and 14,427 h, respectively.

4. Discussion

The use of biodiesel blends resulted in a shorter filter lifetime. Materials that can cause filter blockage include dirt, organic contaminants, carboxylate salts, and others [39]. Hard contaminants from biodiesel blends are minimized by maximum limits on sediment content, while solid particles from biodiesel are limited by maximum total contaminant values. Besides the hard particles of dust, materials such as sodium, calcium, magnesium, aluminum, and iron represent inorganic materials. Inorganic materials from feedstock in the form of Na, Mg, and Ca salts, as well as materials used in the production process in the form of Fe, Zn, and Al salts, were detected in small quantities.
A total of 90% of the contaminants in the filter were organic materials [2]. Organic soft contaminants, such as monoglycerides and sterol glucosides, can act as binding agents that fill the gaps between hard contaminant particles. This binding effect creates soft layers around hard contaminants, intensifying sedimentation effects and promoting aggregation [8]. These aggregates lead to filter clogging, as they narrow the filtration pathways and reduce fuel flow efficiency. The interaction between soft and hard contaminants thus shows a significant contribution to filter clogging, especially in modern fuel systems sensitive to particle presence [40]. This process accelerates filter clogging, as the resulting aggregates narrow the filtration pathways and reduce fuel flow efficiency [41]. Likewise, smaller filter holes result in faster filter clogging times, as illustrated in Figure 9. Furthermore, the factors behind filter blocking in biodiesel blend fuels require a more comprehensive study using different methods than those currently employed by many researchers. Gopalan et al. reported that the degradation of pure diesel can also lead to the formation of deposits similar to B10 [42]. Therefore, the impact of impurities from B0 and FAME under various conditions, including temperature, pressure, and flow rate, requires further investigation using new analytical methods, such as Direct Infusion Electrospray Ionization High-Resolution Mass Spectrometry (ESI-HR-MS), Fourier Transform Ion Cyclotron Mass Spectrometry (FT-ICR-MS), and Ultrahigh-Performance Supercritical Fluid Chromatography–Mass Spectrometry (UHPSFC-MS), to better identify the primary causes of filter blocking due to biodiesel blend fuels [43,44].

5. Conclusions

The results of the filter blocking test indicated that the filter mileage using B30 was shorter than that of B0. In the comparison of 10 L of B30 with ISO cleanliness 22/21/17, a significantly higher deposit level was observed on 10-micron filter paper filtration compared to B0 with ISO cleanliness of 16/13/7 and including 1 g of standard contaminant after aging for 48 h at a temperature of 15 °C. Furthermore, B30 with the addition of 1 g/10 L contaminants, produced deposits at a higher level than B0 with 2 g/10 L after 48 h soaking at a temperature of 27 °C. The increases in pressure differences and filter blockages result from the increase in organic contaminants, which derive from impurities and the biodiesel precipitation process. Here, the soft contaminant from organic material is filtered and enters the filter depth path channel, inhibiting and holding hard particles that lead to filter blockage. In addition to the level of fuel cleanliness, the presence of organic soft particles in biodiesel results in a decrease in particle retention capacity, greatly reducing the lifetime of the biodiesel fuel filter.

Author Contributions

Conceptualization, I.H. and B.R.; methodology, H.S. and I.H.; software, A.T.R.; validation, A.S.A., M.T.S. and I.H.; formal analysis, T.Y.; investigation, H.S.; resources, R.T.S.; data curation, B.R.; writing—original draft preparation, I.H.; writing—review and editing, M.M. and M.T.S.; visualization, M.M.; supervision, M.T.S.; project administration, A.K. and A.S.A. All authors have read and agreed to the published version of the manuscript.

Funding

This research and APC were funded by the Indonesian Palm Oil Plantation Fund Management Agency (BPDPKS) with Grant Number PRJ-63/DPKS/2023. The authors also extend their gratitude to the Laboratory of Thermodynamics, Motor, and Propulsion at BRIN Indonesia for their support and for providing the necessary facilities for the fuel filter rig test.

Data Availability Statement

The data presented in this study are available on request from the corresponding author. The data are not publicly available due to a Non-Disclosure Agreement with the research funding agency (BPDPKS).

Conflicts of Interest

The authors declare no conflicts of interest.

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Figure 1. Transesterification process and sterol glucoside formation [2].
Figure 1. Transesterification process and sterol glucoside formation [2].
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Figure 2. Filter paper for testing; (a) fuel filter unit, (b) fuel filter dimensions, (c) cut filter paper for test rig.
Figure 2. Filter paper for testing; (a) fuel filter unit, (b) fuel filter dimensions, (c) cut filter paper for test rig.
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Figure 3. Schematic of the test rig.
Figure 3. Schematic of the test rig.
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Figure 4. Differential pressure of the tested filter papers.
Figure 4. Differential pressure of the tested filter papers.
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Figure 5. Used filter deposit weight.
Figure 5. Used filter deposit weight.
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Figure 6. An optical microscope image of used filters.
Figure 6. An optical microscope image of used filters.
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Figure 7. Scanning electron microscopy (SEM) images of fuel filters at 500× magnification.
Figure 7. Scanning electron microscopy (SEM) images of fuel filters at 500× magnification.
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Figure 8. Lifetime of B30 filter after soaking at 18 °C.
Figure 8. Lifetime of B30 filter after soaking at 18 °C.
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Figure 9. Mechanism of biodiesel filter blocking.
Figure 9. Mechanism of biodiesel filter blocking.
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Table 1. Indonesia’s fuel specifications.
Table 1. Indonesia’s fuel specifications.
ParameterUnitB30 1B0_Diesel_48 2B0_Diesel_53 2B100 3
Cetane number 48 min48 min53 min
Cetane index 45 min45 min50 min51 min
Density (15 °C)kg/m3815–880815–870820–860
Viscosity (40 °C)mm2/s2.0–5.02.0–5.02.0–4.52.3–6.0
Sulfur content%m/m0.25 max.0.35 max.0.03 max.0.001 max.
Distillation, 90%v°C370 max. 340 max.360 max.
Distillation, 95%v°C 370 max.360 max.
Flash point°C52 min60 min55 min130 min
Cloud point°C18 max.
Pour point°C18 max.18 max.18 max.
Carbon residue%m/m0.1 max.0.1 max.0.3 max.0.3 max.
Water contentmg/kg425 max.500 max.500 max.350 max.
FAME content%v/v3010 max.10 max.96.5 min
Cu corrosionClassClass 1 max.Class 1 max.Class 1 max.No. 1
Ash content%m/m0.01 max.0.01 max.0.01 max.0.02 max.
Sediment content%m/m0.01 max.0.01 max.0.01 max.
Strong acid numbermgKOH/g000
Total acid numbermgKOH/g0.6 max.0.6 max.0.3 max.
Apparent visual Clear and brightClear and brightClear and bright
colorNo. ASTM3 max.3 max.1 max.3 max.
Lubricity, (HFRR scar dia. at 60 °C)micron460 max. 460 max.
Oxidation stabilityhours35 min 10
Cold Filter Plugging Point (CFPP)°C 15 max.
Free glycerol%m 0.02 max.
Total glycerol%m 0.024 max.
Monoglycerides%m 0.055 max.
Total contaminantsmg/L 20 max.
1 Directorate General Oil and Gas Decree No. 0234.K/10/DJM.S/2019. 2 Directorate General Oil and Gas Decree No. 3675.K/24/DJM/2006. 3 Directorate General of New Renewable Energy and Energy Conservation Decree No. 189 K/10/DJE/2019.
Table 2. Test parameters (Note: JIZ 8 stands for JIS Z8901 Class 8).
Table 2. Test parameters (Note: JIZ 8 stands for JIS Z8901 Class 8).
Filter IDSize (µ)FuelSoaking Temp. (°C)Contaminant
F130B3015-
F230B015-
F330B015JIZ 8, 1 g/10 L
F430B3015JIZ 8, 1 g/10 L
F530B3015JIZ 8, 2 g/10 L
F630B3027JIZ 8, 2 g/10 L
FA10B3018JIZ 8, 1 g/10 L
FB10B018JIZ 8, 1 g/10 L
Table 3. Test fuel analysis.
Table 3. Test fuel analysis.
ParameterUnitMethodResults
B30 B0
Water content ppmASTM D6304-20 [32]26686
Particle counter
4 micronscounts/mLASTM 7596 [33]23,744477
6 micronscounts/mLASTM 759617,03341
14 micronscounts/mLASTM 75969041
ISO CODE 4406 22/21/1716/13/7
FAME content%volASTM 7806 [34]30.48
Total glycerol%wtASTM D6584 [35]0.1646
Sediment by extraction%wtASTM D473-22 [36]0.0050.007
Particulate contaminantmg/LASTM D6217 [37] 3.5
Table 4. Particle counts of the tested fuels.
Table 4. Particle counts of the tested fuels.
Particle DiameterB30B0
Number of Particles (Count/100 mL)Total Particles Captured (Count)Number of Particles (Count/100 mL)Total Particles Captured (Count)
4 µ102,4036,758,59836,69111,482,044
6 µ32,5192,146,25449,7014,174,884
14 µ1577104,0821683141,372
Table 5. Total retention capacity of the filters.
Table 5. Total retention capacity of the filters.
Particle DiameterB30
(TOTAL)		B0
(TOTAL)
4 µ879,293,6001,493,813,924
6 µ279,227,645543,152,408
14 µ13,541,06818,392,497
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Haryono, I.; Suryantoro, M.T.; Kurniawan, A.; Ma’ruf, M.; Rochmanto, B.; Setiapraja, H.; Rohman, A.T.; Soewono, R.T.; Yuwono, T.; Auzani, A.S. The Effect of Contaminants and Temperatures of a High-Palm-Oil Biodiesel Blend on the Lifetime of a Diesel Fuel Filter. Energies 2025, 18, 219. https://doi.org/10.3390/en18010219

AMA Style

Haryono I, Suryantoro MT, Kurniawan A, Ma’ruf M, Rochmanto B, Setiapraja H, Rohman AT, Soewono RT, Yuwono T, Auzani AS. The Effect of Contaminants and Temperatures of a High-Palm-Oil Biodiesel Blend on the Lifetime of a Diesel Fuel Filter. Energies. 2025; 18(1):219. https://doi.org/10.3390/en18010219

Chicago/Turabian Style

Haryono, Ihwan, Muchammad Taufiq Suryantoro, Ade Kurniawan, Muhammad Ma’ruf, Budi Rochmanto, Hari Setiapraja, Ahmad Taufiqur Rohman, Respatya Teguh Soewono, Taufik Yuwono, and Ahmad Syihan Auzani. 2025. "The Effect of Contaminants and Temperatures of a High-Palm-Oil Biodiesel Blend on the Lifetime of a Diesel Fuel Filter" Energies 18, no. 1: 219. https://doi.org/10.3390/en18010219

APA Style

Haryono, I., Suryantoro, M. T., Kurniawan, A., Ma’ruf, M., Rochmanto, B., Setiapraja, H., Rohman, A. T., Soewono, R. T., Yuwono, T., & Auzani, A. S. (2025). The Effect of Contaminants and Temperatures of a High-Palm-Oil Biodiesel Blend on the Lifetime of a Diesel Fuel Filter. Energies, 18(1), 219. https://doi.org/10.3390/en18010219

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