Originally Syndicated via RSS from Green Car Congress

Electrovaya has signed a non-binding Memorandum of Understanding (MOU) with New York-based Visionary Vehicles (VV) to establish a joint venture to develop, manufacture and provide Electrovaya’s Lithium-Ion SuperPolymer batteries and intelligent battery management systems for use in Visionary Vehicles plug-in hybrid electric vehicles (PHEVs).

The JV will be owned by both firms equally. All capacity from the resulting new organization will be dedicated exclusively to Visionary Vehicle’s electric vehicles. The new organization will also dedicate a significant amount of its proceeds to research and development.

As part of the licensing agreement, the MOU provides for Electrovaya to receive royalties and license fees in addition to a 50% ownership in the joint venture with VV, as well as an option to participate in VV’s share structure. The MOU also provides VV with an option to purchase a small portion of Electrovaya’s outstanding shares.

Last year, Electrovaya introduced its“MN-Series” Lithium Ion SuperPolymer battery technology. The MN-Series, which is a Lithiated Manganese Oxide-based system, offers up to 50% higher energy density and comparable safety characteristics to Electrovaya’s Phosphate-Series chemistry. (Earlier post.)

Electrovaya’s proprietary Lithium Ion SuperPolymer technology is independent of the composition of the positive electrode active material. As such, ongoing advances in positive electrode chemistry, such as the MN-Series, are expected to enable better technical performance and safety characteristics at more economical price-points, according to the company.

The MN-Series technology complements Electrovaya’s existing roster of Phosphate-Series and Cobaltate-Series Lithium Ion SuperPolymer technology solutions.

Originally Syndicated via RSS from Green Car Congress

Originally Syndicated via RSS from Green Car Congress

High-biomass sorghum under development. Source: Dr. Bill Rooney

Ceres, Inc. and the Texas Agricultural Experiment Station (TAES) of The Texas A&M University System have entered into an exclusive, multi-year joint research and commercialization agreement for high biomass sorghum.

Sorghum is a genus comprising numerous grass species, some of which are used for grain, fodder and forage (grain sorghum) and some of which are used for syrup production (sweet sorghum). The high-biomass variants will be optimized to produce large amounts of cellulosic biomass in the form of stems, stalks and leaves.

As these [new cellulosic ethanol] technologies mature, farmers will transition from growing as much grain per acre to producing as much biomass as they can per acre, with
as little energy and agronomic inputs as possible. This means new crops and specialized hybrids like these high-biomass sorghum types will be needed.

—Peter Mascia, Ceres Vice President of Product Development

Today, sorghum-to-ethanol production uses the grain, like corn, but the plants themselves hold the greatest potential for biofuel production, says Mascia.

Sorghum plants tend to be water-efficient, drought- and heat-tolerant, and grow in warmer climates. The state of Texas is thus interested in exploring the potential use of sorghum as a potential biofuel feedstock. One of Texas A&M’s initiatives, led by Dr. Bill Rooney, is to develop a high-biomass sorghum with a yield of about 20 tons/acre.

Rooney’s first breeding lines—the precursors to hybrids—can approach 20 feet under favorable conditions, could produce more than 2,000 gallons of ethanol per acre—more than four times the current starch-to-ethanol process.

To accelerate product development, Ceres and TAES will work together to expand their marker-assisted breeding efforts. Markers allow plant breeders to identify useful traits in seed tissue or when plants are still seedlings. Large numbers of markers provide a roadmap of the sorghum genome, cutting years off development timelines for new products, and making it easier to improve the makeup of the plants to facilitate processing.

When we combine their resources with our high-throughput trait development
capabilities, we believe we can double the rate of improvement to biomass yields, while expanding the range of the crop for earlier planting in cooler and drier conditions, especially on so-called marginal or unproductive land.

—Peter Mascia

As part of this agreement, Ceres will obtain exclusive commercialization rights to TAES’ high-biomass sorghum hybrids developed in the joint research program. The TAES program will receive royalties as well as financial and technology support from Ceres. Other aspects of the
collaboration were not disclosed.

In May 2007, Chevron Corporation and the Texas A&M Agriculture and Engineering BioEnergy Alliance (Texas A&M BioEnergy Alliance) announced that they had entered into a strategic research agreement to accelerate the production and conversion of crops for manufacturing ethanol and other biofuels from cellulose. (Earlier post.)

Last week, Ceres announced it had raised $75 million through a private offering of convertible preferred stock. Ceres plans to use the proceeds for research and product development activities in several dedicated energy crops, which are bred to maximize yields of plant biomass. (Earlier post.)

Resources:

• Designing Sorghum as a Dedicated Bioenergy Crop (Rooney)

Originally Syndicated via RSS from Green Car Congress

Filed under: Diesel, BMW, Scion, SMART, Lightweight

People are already comparing the new Smart with old microcars like the Iso (and BMW) Isetta, so it makes sense that BMW would consider producing a challenger using the old, but not forgotten, marque. Reports indicate that this is a distinct possibility. In an ironic twist, BMW may consider producing the microcar to offset their large luxury-performance cars to comply with upcoming European CO₂ regulations. Back when the Isetta was initially launched, the profits from that model are what allowed BMW to branch into the large car market in the first place. How the times have changed!

Although the Smart is a thoroughly modern version of the microcar concept, the Isetta would draw a more retro profile. Hey, it's worked for BMW before - their Mini brand sets a fine pattern but is a tough act to follow. BMW has a great deal of experience making small and reliable motors for their line of motorcycles, so creating a suitable powerplant might not be a problem. Diesel engines would be a near lock for the European market, but no hybrid is planned for the States. Instead, a small turbocharged gasoline engine would likely be on the menu. If these reports prove accurate, retro and modern will go head-to-head once again in the microcar market, leading to more choices for the consumer.

[Source: Auto Express]

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BOLD MOVES: THE FUTURE OF FORD Step behind the curtain at Ford Motor. Experience the documentary first-hand.

Originally Syndicated via RSS from AutoblogGreen

Filed under: Etc., Ford

We can't claim to know all that much about circle track racing, but if a car racing team claims to be green, we're interested in knowing why. Quite a few racing organizations have decided to try and clean up their act by using more environmentally friendly fuels, usually ethanol. That's not what this story is about, though. It seems that Baker Curb Racing (formerly Brewco Motorsports) has joined up with EnvirOx, LLC, in some sort of sponsorship deal for the team's Ford racing car. EnvirOx has apparently invented "stabilized hydrogen peroxide cleaning technology." In what sounds like a perfect name for racing, their "Greasinator 500" has been sent to all Daytona International Speedway garages to be used as an "environmentally preferred" way of cleaning up. As far as the green-angle is concerned, that's about it. We are all for cleaning solutions that are better for the environment, but does it really make sense for them to be sponsoring a sport that's all about burning gas and going nowhere fast? Not that we don't enjoy racing or anything, 'cause we do … but it still strikes us as a bit oxy-moronic. As a way for EnvirOx to get their name out, though, racing is a good way to do it, and if the crews use their greener product for cleaning up after themselves, that's a step in the right direction.

Read the press release after the break.

[Source: EnvirOx]

Racing's first "Green Team" car, owned by Baker Curb Racing and sponsored by EnvirOx, LLC, will debut on the Ford Fusion at the ARCA 200 Race on February 9, 2008 at the Daytona International Speedway. Baker Curb Racing's Green Team was formed for the purpose of raising awareness about the importance of our health, protecting the environment we live in, and the role environmentally preferred products play in keeping our world healthy.

The owners, Gary Baker and Mike Curb, have chosen to partner with EnvirOx, LLC, a sustainability driven company that is a leader in environmentally preferred cleaning technology and products. "We couldn't think of a more appropriate partnership to unveil our Green Team car," states Gary Baker, co-owner of Baker Curb Racing. "EnvirOx transformed the professional cleaning industry with its revolutionary hydrogen peroxide technology and continues to create innovative cleaning solutions that are healthier for humans and the environment."
EnvirOx is hoping to transform the way professional race teams clean and degrease their garages and cars. The company is supplying its environmentally preferred degreaser, Greasinator 500, to all Daytona International Speedway garages (as allowed by individual team sponsorships) to replace existing hazardous degreasers and brake cleaners.

The Green Team car is ARCA team number 47, driven by Brad Baker, who captured Rookie of the Year honors at the Nashville Speedway his first year of professional racing. Baker has competed in 37 NASCAR Nationwide Series events from 1999 through 2007. "Our partnership with the Baker Curb Racing Green Team gives us the opportunity to inform the general public about the leadership role the professional cleaning industry is taking with issues of health and our environment, and how they also can 'green clean' their own homes," states Taylor Stewart, president of EnvirOx, LLC. "The same hydrogen peroxide cleaning technology that changed the professional cleaning industry is now available to consumers through OurHouse cleaning products. Our sponsorship of the Green Team provides a great opportunity to raise awareness of these environmentally preferred cleaning alternatives."

EnvirOx, LLC is a company founded on, and committed to, sustainability — from production line to pallet to company culture. It is a leader in the manufacturing and marketing of environmentally preferred cleaning technology and is known for the invention of stabilized hydrogen peroxide cleaning technology. The company takes a leading role in introducing healthier cleaning and personal care products with its professional line under the EnvirOx name and its new OurHouse consumer line.

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BOLD MOVES: THE FUTURE OF FORD Step behind the curtain at Ford Motor. Experience the documentary first-hand.

Originally Syndicated via RSS from AutoblogGreen

The Denali XT.

GMC will introduce a new hybrid sport-utility truck concept—the Denali XT—at the upcoming 2008 Chicago Auto Show, 6-17 February 2008. GM will also announce the 2009 GMC Sierra Hybrid, another application of the two-mode hybrid system.

The Denali XT is based on a unibody architecture rather than body-on-frame construction and combines GM’s rear wheel drive two-mode hybrid transmission with a downsized E85-capable version of GM’s small block V-8.

The new direct-injection 4.9L V-8 engine in the Denali XT also features Active Fuel Management (cylinder deactivation), and delivers an estimated 326 hp (243 kW). This is GM’s first pairing of the rear-wheel drive two-mode hybrid transmission with a smaller-displacement version of the small-block, and also the first pairing of the transmission with an E85-capable engine.

GM estimates that the Denali XT offers a 50% increase in combined fuel economy over comparable small pickup trucks when running on gasoline.

Design and construction of the Denali XT were spearheaded by Holden Design, within the Australian arm of GM’s global design and engineering network.

In city driving, all-electric propulsion is used at low speeds; on the highway, fixed-gear operation enables efficient performance even when towing a trailer. The Denali XT has an estimated payload capacity of 1,100 pounds (499 kg) and a towing capacity of an estimated 3,500 pounds (1,587 kg).

GM says that it also used the work on the Denali XT to evolve the combination of the small-block V-8 and two-mode hybrid powertrain beyond the current production models. During this optimization process, GM says, additional powertrain technologies have been integrated, including Active Thermal Management, which transfers thermal energy from one driveline component to another to improve efficiency; and a high-efficiency axle configuration, which fundamentally reduces the losses normally associated with conventional axle configurations.

The 2002 Terra4.

GMC’s last hybrid concept pickup truck was the 2002 Terra4, introduced in 2001. The Terra4 provides an interesting historical contrast. Larger than the Denali XT (the Terra4 had a wheelbase of 136 inches, compared to the Denali’s 123.4 inches), the concept vehicle combined a 285 hp, 5.3-liter VORTEC V-8 gasoline engine and 4.8kW motor/generator integrated between the gasoline engine and the transmission. The Terra4 offered microhybrid functionality (start/stop, regenerative braking), and an approximate 15% increase in fuel economy.

(This was the concept debut of the start/stop hybrid system that would later briefly appear in production GM pickups in 2004.)

The 2009 GMC Sierra Hybrid.

The 2009 GMC Sierra Hybrid. The new 2009 GMC Sierra Hybrid, another application of the two-mode hybrid system, achieves 40% greater city fuel economy and a 25% improvement in overall fuel economy while supporting a 6,100-pound (2,767 kg) towing capacity, including in all-electric drive mode.

GM also offers a two-mode hybrid version of its Chevrolet Silverado pickup.

The two-mode hybrid system is paired with a 6.0L gasoline V-8 and 300V NiMH battery pack, and offers all-electric driving up to 30 mph (48 km/h). The engine features Active Fuel Management (AFM) and late intake valve closing (LIVC) technology. GM’s hybrid technology system not only enables the Sierra to launch and drive up to 30 mph on electricity alone, it also allows the Vortec 6.0L V-8 engine to operate in its more economical V-4 mode for longer periods.

An electrically driven 300-volt air conditioning compressor reduces vibration and allows the standard, tri-zone HVAC system to cool the passenger compartment even when the gasoline engine is shut off.

Electrically driven 42-volt variable-assist power steering reduces vibration and provides up to a 0.5-mpg fuel economy improvement by reducing parasitic losses common in belt-driven hydraulic systems.

The internal cooling fan for the Energy Storage System (ESS) is tuned to be quiet at low vehicle speeds when the fan could more easily be heard by the occupants.

The Sierra Hybrid goes on sale in the fourth quarter of 2008 and is based on the Sierra platform that was introduced for the 2007 model year. It will be offered in the Crew Cab body style on both 2WD and 4WD models.

Originally Syndicated via RSS from Green Car Congress

Filed under: Flex-Fuel, Hybrid, GMC, Chicago Auto Show

Click on the Denali XT for a high-res gallery

Even with the growing ranks of hybrids on the road, all so far all the production models relay solely on gasoline for fuel. In mid-2007, Ford began testing Escape hybrids with E85 flex-fuel capability. Now General Motors is following suit with their latest concept that will debut this week at the Chicago Auto Show. The new GMC Denali XT concept brings together several technologies in a body style familiar to Australians and fans of the old Chevy El Camino.

While the El Camino disappeared from US shores in the early 1980s, GM and Ford have both continued building car-based pickup trucks in Australia. Subaru unsuccessfully tried to revive the genre here with the Baja a few years ago and Toyota showed the little A-BAT concept at the recent Detroit Auto Show. Like A-BAT, the Denali XT takes the format and adds a hybrid powertrain, in this case GM's two-mode hybrid system as used in their full size trucks. But that's just the start. Read on after the jump to find out all the details.

The Denali XT is based on GM's Zeta platform which is also used for the new Pontiac G8 and Chevrolet Camaro. In this case a four-door, four-seat passenger area sits in front of a 55" long x 47.5" bed. Under the floorpan sits the same two-mode hybrid transmission used in the GMT900 full-size SUVs and pickup trucks.

Unlike the big trucks which use a gasoline-only 6.2L V-8, the XT has a new 4.9L version of the evergreen small-block V-8. For the first time in a GM hybrid vehicle, the engine can run on any combination of gasoline or ethanol up to 85 percent concentration. Another new feature of this engine is direct fuel injection. If it goes into production, this would be the first overhead valve engine with direct injection. Finally the engine has the same active fuel management (GM-speak for cylinder deactivation).

The XT also gets more optimizations to reduce energy losses. Active Thermal Management transfers heat among different components to improve efficiency while a low friction axle reduces parasitic losses. All of this combined is expected to add up to about a fifty percent improvement in fuel efficiency compared to a similar vehicle with a conventional powertrain.

Like the commercially unsuccessful Subaru Baja, the A-BAT, and GM's own full-size sport utility trucks, the XT has a mid-gate that, along with the rear seats, folds down to provide a longer bed. Bob Lutz has given indications that a vehicle like this is likely to join the GM North American lineup in the coming years. Whether or not we get a Ute, the power-train in this vehicle will most likely turn up in production vehicles including further variants of the Zeta platform.

GMC DENALI XT HYBRID CONCEPT TRUCK DELIVERS 50-PERCENT FUEL ECONOMY IMPROVEMENT
o. New, robust design form serves as a test well for GMC's future design direction
o. First combination of GM's two-mode hybrid system with E85 ethanol-capable engine
o. Height-adjustable suspension and cargo space-enhancing Midgate(R)

CHICAGO - GMC unveiled the Denali XT concept at the 2008 Chicago Auto Show. It offers a 50-percent increase in combined fuel economy over comparable small pickup trucks when running on gasoline, and it incorporates a new, muscular form in a performance-styled, hybrid sport-utility truck (SUT).

The Denali XT has a unibody architecture and rear-wheel drive, enabling its distinctive design and efficient performance. It builds on the equity of the Denali line and its reputation for advanced engineering and refinement, including the first combination of GM's two-mode hybrid system with an E85 ethanol-capable engine. Denali XT's new, more efficient 4.9L version of GM's small-block V-8 features fuel-saving technologies such as direct-injection technology and Active Fuel Management.

The engine is matched with GM's unique two-mode hybrid propulsion system, giving the powerful SUT exceptional fuel economy and uncompromising capability - including all-electric drive at low speeds. It is a powertrain combination that makes the Denali XT perfectly suited to a variety of active lifestyle activities, such as hauling skis and snowboards to the mountain or towing a sport jet boat to the lake.

"Like all GMCs, the Denali XT is functional and capable, but it blends those traits with a more efficient, sporty driving experience," said Jim Bunnell, GMC general manager. "It is a vehicle that exemplifies GMC's engineering excellence, as well as GM's commitment to hybrid and advanced technologies."

With its unibody structure, the Denali XT is lighter than conventional body-on-frame trucks, with great ride-and-handling characteristics. This design enhances fuel economy while giving the vehicle a sporty driving experience. True to its GMC Professional Grade heritage, the Denali XT is filled with technologies and features that maximize its flexibility, including a cargo space-enhancing Midgate(R) and height-adjustable suspension.

The Denali XT's proportions are framed around a high cowl and 123.4-inch (3,134 mm) wheelbase. This enhances the vehicle's truck functionality, but packages it in an efficient, unibody architecture.

Design and construction were spearheaded by Holden Design, within the Australian arm of GM's global design and engineering network.

"Denali XT is about working hard, playing hard and enjoying an active lifestyle," said Bunnell. "It is the same philosophy that has helped make the GMC Acadia crossover a huge hit with consumers."

Dramatic design statement
A muscular form and wide, firmly planted stance give the Denali XT a confidently capable road presence. Minimal overhangs, large wheels, sleek headlamps and a low roof profile deliver an aggressive, performance-oriented appearance.

"It is a robust yet tailored design statement that is unlike anything else on the road," said Ed Welburn, vice president, Global Design. "It has the youthful look of a custom automobile that incorporates the capability customers expect from a truck."

The Denali XT's design includes a new take on GMC's iconic grille, with a prominent, four-bar element in addition to the large, red GMC logo and signature Denali background. Flared fenders accentuate the wide road stance. The stance is also enhanced when the Denali XT is lowered on its air-adjustable suspension, which creates a sleeker appearance that simultaneously improves aerodynamics. Large, bold 23-inch wheels and custom Kuhmo tires complement the Denali XT's stance.

Inside, the Denali XT blends mechanical functionality with leather-trimmed comfort.
Billet-metal surrounds, controls and instruments convey the cold precision of an aircraft cockpit. This is balanced by the warmth of bespoke saddle-leather trimmed seats and other contact surfaces.

"The form language is smooth and structured to characterize GMC's power. The details have a deliberately contrasting mechanical aesthetic to mark GMC's engineering sophistication," said Warrack Leach, lead designer.

The interior features innovative instrumentation with "floating" red-illuminated numerals backed by surface chaplets in the clusters and a large integrated vehicle interface screen. The interior illumination was supplied by Osram.

The Denali XT seats four. The high-cowl vehicle architecture enables higher seating positions, allowing the couple distance between front and rear occupants to be reduced without compromising knee room. This packaging efficiency creates generous interior and cargo bed dimensions within a more compact package.

Truck capability
With stiffness that is greater than most conventional, body-on-frame trucks, the Denali XT's unibody structure supports a very capable truck platform. It also serves as the mounting point for a four-wheel independent suspension that gives the vehicle its performance feel on the road. The multilink front suspension features a forward-mounted steering rack and dual lower links with ball joints at the outer ends, providing sharp responses to driver input. At the rear, a four-link suspension design uses coil-over shocks and a decoupled stabilizer bar to enhance cornering control, reduce body roll and optimize longitudinal compliance. In short, it's a truck that hauls more than cargo on twisting roads.

The rear cargo area is wide, deep and flat, with no suspension or wheelhouse protrusions; the cargo floor measures 55 inches long (1,397 mm) by 47.5 inches wide (1,206 mm). It all adds up to the space to haul a wide variety of lifestyle accessories.

The easy-to-operate Midgate can be lowered to extend the cargo-carrying capacity inside the vehicle. The rear seats fold flat to provide a longer floor for carrying items such as skis, surfboards or wood from the home improvement store. A fixed rear window allowed engineers to retain the vehicle's structure, reducing mass and complexity.

The Denali XT has an estimated payload capacity of 1,100 pounds (499 kg) and a towing capacity of an estimated 3,500 pounds (1,587 kg). This capability is delivered through unique vehicle and powertrain integration, where the multiple modes of GM's two-mode hybrid system provide towing capability.

New 4.9L SIDI V-8 and two-mode hybrid system
For the first time, GM's rear-wheel-drive two-mode hybrid transmission is paired with a smaller-displacement version of the small-block engine. The new V-8 4.9L E85-capable engine powers the Denali XT with an estimated 326 horsepower (243 kW). It uses direct-injection technology to produce the power of a larger engine, but consumes less fuel and produces lower emissions.

Also, the functionality of GM's Active Fuel Management system has been expanded through the use of hybrid technologies, enhancing the cylinder-deactivating feature to further improve fuel efficiency.

The Denali XT's two-mode hybrid system is partnered with the 4.9L engine and uses an electrically variable transmission to enhance fuel efficiency in city and highway driving. In city driving, all-electric propulsion is used at low speeds; on the highway, fixed-gear operation enables efficient performance even when towing a trailer.

The specific characteristics of the Denali XT allowed the synergistic evolution of GM's small-block V-8 and two-mode hybrid beyond the recently introduced in GM two-mode hybrid products, such as the GMC Yukon Hybrid and Sierra Hybrid. During this optimization process, additional powertrain technologies have been integrated, including Active Thermal Management, which transfers thermal energy from one driveline component to another to improve efficiency; and a high-efficiency axle configuration, which fundamentally reduces the losses normally associated with conventional axle configurations.

The integration of the advanced internal combustion engine technologies and two-mode hybrid system on the Denali XT reinforces GMC's Professional Grade position as a brand that continues to exceed customer expectations.

GMC DENALI XT CONCEPT SPECIFICATIONS

Body style / driveline: four-door, four-seat; rear-wheel drive sport-utility truck
Construction: body-frame integral
Engine type: 4.9L SIDI V-8 with Active Fuel Management
Horsepower (hp / kW): 326 / 243 (est)
Fuel type: unleaded regular or E85 ethanol
Transmission: two-mode hybrid
Suspension: front: independent SLA; rear: independent SLA
Brakes four-wheel disc
Wheel size & type: 23-inch aluminum; split 5-spoke
Tires: front: Kuhmo 255/35/R23
rear: Kuhmo 285/35/R23
Wheelbase (in / mm): 125.4 / 3134
Overall length: 205 / 5207
Overall width (in / mm): 76.3 / 1938
Overall height (in / mm): 62.5 / 1587
Track (in / mm): 65 / 1651
Cargo floor length (in / mm): 55 / 1397
Cargo floor width (in / mm): 47.5 / 1206
Payload (lb / kg): 1100 / 499 (est)
Towing capacity (lb / kg): 3500 / 1587 (est)

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BOLD MOVES: THE FUTURE OF FORD Step behind the curtain at Ford Motor. Experience the documentary first-hand.

Originally Syndicated via RSS from AutoblogGreen

The governments of the United States, Brazil and the European Union (EU)—the world’s major producers of biofuels—released an analysis of current biofuel specifications with the goal of facilitating expanded trade of these renewable energy sources.

One potential obstacle to achieving greater efficiency in the global biofuels market is confusion over differing—and sometimes conflicting—standards for characterizing the make-up and properties of biofuels. To clarify the current situation and identify potential roadblocks to improved compatibility, the US and Brazilian governments and the EC convened a task force of experts from standards developing organizations (SDOs) to compare critical specifications in existing standards used globally (factors such as content, physical characteristics and contaminant levels that govern a fuel’s quality) for pure bioethanol and biodiesel.

The resulting White Paper identifies where key specifications in the standards are similar (and can be considered compatible); different, but could be reconciled in a short period; or irreconcilably different as they stand.

The experts found that these three sets of bioethanol and biodiesel standards, and the specifications they contain, share much common ground and, therefore, impose few impediments to biofuel trade.

Nine of the 16 ethanol specifications reviewed, the task force states, are “in alignment” and all but one of the remaining specifications could be aligned in the short term. A significant difference among the three sets of standards is water content, which is set at different levels primarily due to the varying ethanol concentrations permitted in gasoline and the gasoline distribution differences:

• The EU currently utilizes up to E5 and has the lowest limit of 0.24 vol%.

• The US has the highest limit of 1.0 vol%.

• Brazil does not have maximum water content in its specifications, but levels are calculated to be a maximum of 0.4 vol% based on a minimum total alcohol content of
  99.6 vol%

For bioethanol, the Task Force concluded that there is no technical specification that constitutes an impediment to trade given the current situation. However, it is recognized that additional drying and testing will be required by Brazil and US exporters wishing to supply the EU market.

For biodiesel, the report lists six specifications out of 24 as in alignment. It suggests that many of the remaining differences could be handled in most cases by blending various types of biodiesel to create an end product that meets regional specifications for fuel quality and emissions.

However, the report notes, that while bioethanol is a single chemical compound, biodiesel is not a single chemical entity, but is derived from several types of feedstocks that can translate to variations in the performance characteristics of the finished fuel.

The “White Paper on Internationally Compatible Biofuels Standards” was produced by the joint task force after a six-month review process that considered thousands of pages of technical documents produced by ASTM International, the Brazilian Technical Standards Association (Associação Brasileira de Normas Técnicas or ABNT) and the European Committee for Standardization (Comité Europeén de Normalisation or CEN). Standards developed by these three SDOs are currently being used in support of biofuels commodities trading between nations.

Recognizing that many of the issues relating to variations in specifications can be traced to different measurement procedures and methods, two leading metrology institutes—the US National Institute of Standards and Technology (NIST) and Brazil’s National Institute of Metrology, Standardization and Industrial Quality (Instituto Nacional de Metrologia, Normalização e Qualidade Industrial or INMETRO)—are collaborating on the development of joint measurement standards for bioethanol and biodiesel to complement the efforts of the SDOs.

Initial efforts focus on creating certified reference materials to support development and testing of bioethanol and biodiesel, and analytical measurement methods for source identification (to determine if a fuel comes from a renewable or non-renewable source and the source of origin of biodiesel, e.g., soy, palm oil, animal fat, etc.) by the end of 2008.

The United States, Brazil and the EU are all members of the International Biofuels Forum (IBF) and will continue to engage other IBF governments in future work. The named SDOs will also seek to involve their counterparts in the other IBF member countries—China, India and South Africa—in the effort to make biofuels standards compatible worldwide.

Resources

• White Paper on Internationally Compatible Biofuels Standards

Originally Syndicated via RSS from Green Car Congress

Originally Syndicated via RSS from Green Car Congress