In Local News / By Jonathan Lee / 7 August 2018 6:43 pm / 11 comments

The implementation of B10 biodiesel in Malaysia is kicking around again two years after it was put on the backburner, but it is still receiving flak more than five years after it was first mooted. This time, the opposition comes from the Pan-Malaysia Lorry Owners’ Association 1987 (PMLOA), which has released a statement listing its reservations regarding the new fuel standard.

According to the organisation, most owners have already indicated to the Ministry of Plantation Industries and Commodities (MPIC) that the lorries used in Malaysia will only be able to run on a maximum biodiesel formulation of B7, and that many emissions control equipment such as diesel particulate filters (DPF) and exhaust gas recirculation (EGR) systems won’t be able to run on biodiesel content higher than seven percent.

Several other issues were raised by PMLOA, including concerns of higher oxygen and water content potentially causing fuel tanks to rust and the degradation of nitrile rubber fuel line hoses that could cause fuel leaks. It also said that the higher viscosity of biodiesel could put a strain on the fuel pump and injectors. This could affect performance, increase emissions and fuel consumption and eventually cause the components to fail, resulting in injector replacement costs of between RM3,000 to RM10,000 each, said PMLOA.

Additionally, PMLOA said that the implementation of B10 biodiesel would require extensive engine modifications, such as the replacement of fuel hoses, tanks, injectors and filters; particulate filters may also need to be removed, which would increase emissions. The cost of the modifications, PMLOA said, could be prohibitive for lorry operators if B10 biodiesel comes into effect.

The fuel could also have an effect on maintenance. Advancements in lubricant technology have enabled lorries to run for longer between oil changes – from 10,000 km to 60,000 km intervals – thanks to specially-formulated lubricants. This, said PMLOA, has improved lorry runtime and reduced oil and filter wastage.

The association said that the palm methyl ester biofuel used in biodiesel could dilute the lubricants and cause them to turn acidic, resulting in engine corrosion and an overall increase in operating costs. It also cited studies showing that the use of biodiesel increases nitrogen oxide emissions, which would be hazardous to public health.

Lastly, PMLOA cast doubt on the petroleum companies’ ability to restrict water content in the fuel to the stated limit of 200 parts per million (ppm), and check for oxygen stability after blending. It also raised the issue of responsibility in case of defects in the biodiesel.

The association said that Indonesia has received negative feedback from its implementation of B20 biodiesel, with reports of injector issues and filter clogging. It said that as such, it is not the right time to introduce B10 biodiesel until the problems it raised are resolved, especially as there are not enough transparent and reliable studies on biodiesel and its short-term and long-term effects on engine performance and reliability.

It should be noted that the Kuala Lumpur City Hall (DBKL) completed a long-term field test on B10 biodiesel in conjunction with the Malaysian Palm Oil Board (MPOB) last year, clocking up over three million kilometres in just over three and a half years without any breakdowns. It involved 50 vehicles of various sizes and engine capacity, from pick-up trucks and five-tonne lorries to vans, heavy machinery and excavators.

It has also confirmed that should B10 biodiesel be introduced in Malaysia, it would be limited to Euro 2M diesel, while the cleaner Euro 5 diesel and diesel fuels sold in highlands such as Cameron and Genting Highlands will remain on a B7 formulation.