Matt Grant brings us up to date on the growing world of sustainable fuels and lubricants
Since our last focus article on sustainable fuels and lubricants two tears ago(Ret 1444, January 2023)
there has been a growing awareness of how these solutions can help in the transition away from fossil fuels. Motorsport is playing a pivotal role in this drive, with a number of categories, including Formula One, now mandating the use of this technology. As with any technical advancement,there are always a number of challenges and hurdles that need to be overcome, and this is particularly true for synthetic fuels and lubricants. In this article we will tackle some of the myths that surround their manufacture and usage. First though, let’s recap how sustainable fuels and lubricants are created. Braodly speaking, there are two different manufacturing methods. Bio-synthetic fuels and lubricants are processed from organic material, whilst synthetic fuels and lubricants are created by a number of chemical processes using carbon monoxide and hydrogen.
Bio-synthetic fuels (sometimes referred to as biofuels) and lubricants are produced by processing biomass. This biomass is an organic material such as crops (like corn, soybeans and sugar cane), algae or microbial culture that has already captured carbon dioxide from air using photosynthesis.
Synthetic fuels(sometimes called e-fuel) are produced by capturing carbon dioxide from the air which is then converted to carbon monoxide and synthesized with hydrogen that has been extracted from water.
Both of these methods use carbon that is already in the atmosphere and so when the fuel is burnt, the carbon dioxide that is created is balanced out by the carbon dioxide that is required to produce the fuel in the first place. Thus can they claim to be carbon neutral. Conversely, fossil fuels are essentially taking carbon that was buried away millions of years ago and releasing it into the atmosphere.
Bio-synthetic fuels and lubricants
The biomass that was produced for early variants of bio-synthetic fuels and lubricants was generated from crops grown on arable land. However, it quickly became apparent that the amount of land required for fuel and lubricant production would be at odds with food production demands. The second generation of bio synthetic fuels and lubricants utilized waste biomass, such as waste agricultural material or food crops that are no longer fit for human consumption. One sustainable fuel and lubricant manufacturer provides more details of the technology that it has developed
“Converting a percent of the feedstock into a value-added by-product like alpha olefins for lubricant production, and then selectively separating out a percentage for further conversion into biofuels like renewable diesel and synthetic gasoline, could help diversify manufacturing. Renewable oils that contain a combination of saturated and unsaturated free fatty acids are an ideal substrate for this process.
“Using novel separation techniques, the saturated free fatty acids can be segregated and processed separately into renewable or ‘green’ diesel. Green diesel (also referred to as renewable hydrocarbon diesel, hydro processed vegetable oils or HVO) is substantially the same chemically as petroleum derived diesel, but green diesel is made from recently living biomass. Unlike biodiesel, which is an ester and
has different chemical properties from petroleum diesel, green diesel is composed of long-chain hydrocarbons and can be mixed with petroleum diesel in any proportion for use as transportation fuel.
” This company notes that other renewable lubricants tend to be inferior due to a number of issues. “Esters vary highly in performance. Estolides have a high cost and poor stability. Re-refined oils suffer from sporadic performance that depends on the quality of the collection streams and have a higher carbon footprint. Lastly, vegetable oils are
generally unsuitable for most lubricants with performance requirements.
“Other renewable options have inferior oxidative and thermal stability (which leads to increased maintenance frequency, poor product lifespan and sludging), poor hydrolytic stability (water ingress can cause product to break down) and poor compatibility for the conventional oils they are trying to replace.” This company has developed a product that it claims to compete with the highest performance synthetic oils available on the market because its lubricants are chemically similar to polyalphaolefins.
“We have invented a single process for producing a lubricating oil base stock, renewable diesel fuel, and synthetic gasoline. When this product is combined with specific additive types, the resulting product may be capable of replacing synthetic, petroleum base feedstocks when creating lubricant base oil. Unsaturated and saturated free fatty acid by-products provide an alternative for synthetic gasoline and renewable diesel via decarboxylation. An alternative to synthetic gasoline, we have a secondary process for the formation of value-added acyl-glycerides from short chain free fatty acids.
“Our customers have responded positively to the introduction of sustainable alternatives to some of our best-selling lubricants. Our primary focus remains the automotive sector, where we have seen strong demand. In 2024, we also introduced a sustainable racing oil, further reinforcing our commitment to high-performance motorsport applications.” One bio-synthetic fuel manufacturer notes that its products have also been used in widespread applications: “Our fuels have been put to the test in a range of sectors and scenarios, from dune racing in the Dakar Rally to power boating on the waters of Windermere. We have worked with racing icons like Tony Jardine, heritage brands such as the Royal Automobile Club (RAC) and international organizations including the Automotoclub Storico Italiano (ASI). “Delivering on performance and vital greenhouse gas savings, our fuel is a popular choice with anyone wanting to explore a more environmentally friendly way to run an internal combustion engine. As such, our customers range from professional racing teams
and event organizers to classic car enthusiasts.”
Synthetic fuels
The manufacture of synthetic fuels involves a number of steps, starting with the capture of carbon dioxide from the air. One method to do this is to pull air over a potassium hydroxide solution, which creates chemical bonds with the carbon dioxide in the air, creating a carbonate salt. This is then turned into small solid pellets that are heat treated to release pure carbon dioxide gas. The carbon dioxide is then converted into carbon monoxide using a process that is referred to as ‘reverse water gas shift’. Hydrogen also needs to be produced, and this can be done by the electrolysis of water, whereby electricity is used to break water down into hydrogen and oxygen. At the heart of the production of synthetic fuels is the chemical process to merge the hydrogen and carbon monoxide to create the required hydrocarbon. This process is called Fischer-Tropsch synthesis. The process involves the use of a catalyst, which is based on what are called transition metals, typically nickel, iron, cobalt and ruthenium. Nickel is used for the formation of methane, whereas iron is used for the production of hydrocarbons that are created with a lower ratio of hydrogen to carbon monoxide. Ruthenium is usually prohibitively expensive for use as a catalyst in most applications.
The manufacture of synthetic fuels is a fast-growing and exciting industry. One fuel manufacturer says: “We recently completed the first delivery of RON96 gasoline to the UK’s Royal Air Force, which is using the fuel for flight demonstrations. RON, or research octane number, measures a fuel’s compatibility with different types of engines. We initially targeted a final RON of 95 and set our initial requirement higher in anticipation of typical degradation, but the result yielded a 96.1 to EU standards. “This is the highest octane 100% synthetic gasoline ever made in the world, and the results have demonstrated the ability to make gasoline consistently to various specifications and at volumes that accelerate dynamo meter and flight testing.”
Regulatory challenges
On the face of it, it would seem that we should switch to synthetic fuels and lubricants immediately, both on the road and on the track. After all, they are completely interchangeable with fossil fuel alternatives, the infrastructure for consumer supply already exists, and
they are carbon neutral. “Synthetic fuel can be transported in existing pipelines, stored in existing wells, and provides fossil-free performance to combustion engines with no alterations,” says one fuel manufacturer. “Racing fans in particular are attached to the sounds, smells and sensations of combustion engines, and the community has really embraced synthetic fuel as a carbon-neutral option
that delivers the experience we all love.” But the manufacturers face a number of obstacles to overcome, particularly with regards to rolling out their products for powering road cars. First of all, some of the manufacturers of synthetic fuels and lubricants report that they face resistance
Manufacturers of synthetic fuels and lubricants report they face resistance at a commercial level to the adoption of their products
at a commercial level to the adoption of their products, in some cases from rival petroleum-backed manufacturers. One manufacturer of synthetic lubricants notes that company-led institutions have reclassified its products that will result in years of delay and major rounds of additional engine testing. One synthetic fuel organization notes that there is still much confusion amongst regulatory bodies: “Examples include unclear regulations in the areas of CO2 certification and taxation, as well as regulatory challenges for imports and the associated customs duties for synthetic fuel precursors, such as methanol, etc. This makes it more difficult to attract investors willing to pay for investments in the necessary production facilities. We are working with other associations to overcome such obstacles.”The organization observes that progress is slowly being made and cites one example where until recently the free sale of synthetic fuels in Germany was not permitted. “Together with associations, we were able to convince politicians as an interest group so that free sale has been permitted in Germany since May of last year.”
Public perceptions
Of course, overcoming the hurdles from regulatory bodies and institutions is pointless if potential customers aren’t convinced of the benefit of switching to sustainable fuels and lubricants. As with the roll-out of all new technologies, whilst some concerns are justifiable there is always a spread of misinformation that can sway public opinion. It’s the case with the move to electric vehicles and it certainly is true for synthetic fuels and lubricants. “Like any new technology, sustainable fuel has its skeptics,” says one manufacturer. “We meet lots of people who simply believe the concept seems too good to be true. However, I think our biggest barrier is still awareness. In fact,
in a recent survey we conducted, only 44% of motorists could correctly identify what sustainable fuel is.
“In most cases, we find the best solution is to show our products in action through events and industry partnerships. Last year, this included celebrating successes with racing legend David Brabham and setting new sustainability records with Mazda during a drive from Land’s End to John O’Groats. We also create opportunities for those in the industry to trial our fuel or talk to our experts about any questions they may have.
” Another fuel manufacturer is similarly upbeat about educating the public: “There has been some hesitation in adopting sustainable fuels, mainly due to concerns over performance, compatibility and availability. However, through rigorous testing and real world racing applications, we have
demonstrated that our sustainable fuels match or even exceed the performance of traditional fossil-based race fuels. Education is key, and by working closely with teams, engineers, and governing bodies, we have successfully built confidence in the reliability and effectiveness of our products.”
Pricing
One of the barriers that needs to be overcome to convince the general public is the costs that are associated with producing sustainable fuels and lubricants. Its certainly true that the manufacturing costs are higher than non-renewable products, as attested by one lubricant manufacturer.
“Currently, our sustainable lubricants remain more expensive due to the higher cost of bio-based synthetic base oils,” reveals the company. “Given the increasing demand for sustainable solutions, we do not anticipate significant price reductions without compromising margins. However, we continue to explore efficiencies in production and supply chain optimisation to manage costs effectively.”
One of the fuel manufacturers says: “Given the current market, sustainable fuels typically require more investment than fossil-based alternatives. However, there are ways we can reduce this difference in the future.
“Firstly, there are economies of scale – if demand increases, costs can be reduced. Secondly, we’re also calling
What the sustainable fuels industry needs is certainty about the future of the internal combustion engine
for the [UK] government to support this category as they have other green initiatives. This could help the industry to scale up and bring down costs. Bear in mind that a large proportion of fuel cost is made up of tax.
“Finally, what the sustainable fuels industry needs most is certainty about the future and the role of the internal combustion engine. This would drive investment which would, in turn, help drive efficiencies.”
This viewpoint is echoed by another of the synthetic fuel manufacturers: “Since synthetic fuel requires just air and water as feedstock, production is much less constrained by resource availability compared to fossil fuels. Increased policy support and private investment is
providing momentum for synthetic fuel production to scale up, creating rapid improvements in cost and efficiency. We are targeting cost parity with fossil fuels within a decade, further driving mass adoption.”
Another fuel manufacturer agrees that costs will come down when production rates increase. “Sustainable fuels are currently more expensive than traditional fossil fuels due to production costs and limited supply chains. However, as demand grows and production scales
up, we anticipate costs will reduce. We are actively investing in research and production efficiency to bring prices down and make sustainable fuels more accessible. Additionally, partnerships with motorsport governing bodies and series organizers are helping to
drive wider adoption, which will further support cost reductions.”
As already hinted at, it is worth mentioning that the one factor on pricing that the manufacturers have little or no control over is taxation. “It is not yet possible to say how much they will cost at the end of the day at the filling station,” says one synthetic fuel organization, “as some relevant issues such as taxation have not yet been clarified. We assume that synthetic fuels will be priced competitively with
conventional fuels.”
One way to justify the increase in price of sustainable lubricants is if they can reduce prices in the long run, and one lubricant manufacturer believes that this is the case. The company has accrued data from over 24 months and 1 million miles of fleet testing with
heavy duty diesel engine oils that demonstrate significant cost savings. It reports extended oil drain intervals that are between two and three times that of conventional oils, along with a 3.6% increase in fuel economy.
Another lubricant manufacturer also points out that the increased price is justified by the long-term savings that can be achieved. “[Our lubricants] are a premium product, and this is reflected
in the price points. However, our high quality lubricants lead to reduced maintenance and downtime, enhanced machine use, longer service intervals and lower energy consumption. These operational savings can offset initial costs, making our products financially
advantageous over time. As our founder stated, ‘if we cannot produce the best products around, we will not produce them at all’. We will not compromise on quality or performance, and this is reflected in the price.”
Performance
While increases in cost might not be so relevant for motorsport, any possible degradation in power output is certainly something to be avoided. In the past, synthetic fuels and lubricants have been scrutinized over concerns of how well they will perform compared to
conventional alternatives.
One lubricant manufacturer says: “One of the most common misconceptions is that bio-based sustainable lubricants are inferior in quality compared to traditional fossil-based lubricants. To counter this, we have conducted extensive testing, demonstrating that our sustainable
engine oils not only match but, in some cases, surpass the performance of conventional alternatives in key performance metrics.”
Indeed, sustainable fuels and lubricants can actually give an increase in performance. “One of the biggest myths is that sustainable fuels lack the performance of conventional race fuels,” says one of the fuel manufacturers. “In reality, our fuels are engineered to deliver
the same, if not better, power output and efficiency.”
The effect on engine reliability is also an area of note. “Another misconception is that sustainable fuels damage older engines,” continues the fuel supply company. “Our formulations are extensively tested to ensure compatibility with a wide range of engines, including classic and heritage vehicles. By conducting real-world testing with leading motorsport teams and historic vehicle owners, we have consistently proven that sustainable fuels are a viable, high-performance alternative.”
Ultimately, the argument that these fuels and oils could possibly damage engines can be answered with the extensive testing that the manufacturers have already carried out. “When you bring a new product and/or technology onto the market you always feel a small
resistance because reliability is a key parameter for motor racing,” says one fuel manufacturer. “As long as you can guarantee the reliability and pass all endurance testing, users are really open to it. Bringing more performance is always a huge plus to take the risk to test and introduce new technology.
“Motorsport is generally very pragmatic. You need testing to validate the product. Testing in the lab, on the dyno and on track is absolutely
necessary to make the doubt disappear, The developments of sustainable fuels and lubricants are continuing at a rapid rate (Image courtesy of ETS Racing Fuels) Historic rallying championships have started to switch to sustainable fuels (Image courtesy of ETS Racing Fuels) but once it’s done, you have full confidence in your products.”
Another fuel manufacturer thinks that some of the challenges come from altering the public’s perception, which will only be changed by continual demonstrations. “The biggest misconception we encounter is that synthetic fuel is only compatible with specialised engines or newer cars,” states the company, “but we’ve proved that wrong dozens of times by fueling Formula One cars as old as 70 years and
novelties like vintage motorbikes, beach buggies and V8 chainsaws.”
Environmental benefits
Of course, the major reason why all of these companies are developing sustainable fuels and lubricants is because they truly believe that their products will help to tackle the rising levels of carbon emissions.
Trying to determine which type of powertrain is better for the environment is an incredibly complicated task and is beyond the scope of this article. The entire lifecycle of the vehicle has to be examined, which includes the production and eventual disposal of the vehicle along with the emissions that arise from the supporting infrastructure required to manufacture and provide energy to the vehicle. The sustainable fuel and lubricant manufacturers have to be able to demonstrate that their products are not only environmentally better than
fossil fuel alternatives in automotive and motorsport applications but are also the same or better than other energy sources such as electrification. One of the criticisms that is sometimes leveled at the manufacturers is that the production of their products is worse for
the environment than it would be for just generating electricity. One bio-synthetic fuel manufacturer rebuts this: “There are those who
doubt the environmental credentials of such fuels, for example presuming that biofuels must compete with crops for feedstocks when, in fact, you can make fuel from waste and byproducts. As a brand, we’re committed to sharing as much education as possible to help overcome these myths. We also strive to be a beacon of transparency in the industry in a bid to enhance trust, understanding and uptake of these pioneering products.” The production of synthetic fuels also comes under scrutiny. One fuel organisation says: “Opponents of synthetic fuels repeatedly claim that the same amount of energy used in energy intensive synthetic fuel production could be used to cover five times the range in an electric car. “However, this comparison is flawed because it is assumed that synthetic fuels are produced in Germany, for example. However this makes little sense because, due to local conditions, very little energy can be ‘harvested’ from wind and sun in Germany. That’s why it makes much more sense to go to countries that have an abundance of green [solar and wind] energy. “For example, synthetic fuels can be produced much more effectively in Chile, where the wind blows much more constantly and intensively than in Germany. We are talking about three to four times the full load hours of wind turbines. This means that the energy intensive production is offset by the higher energy yield, so the overall efficiency is similar to that of electric cars.”
Summary
Sustainable fuels and lubricants are a carbon neutral alternative to fossil fuels and a viable alternative to electrification for automotive and motorsport powertrains. Bio-synthetic fuels and oils can be manufactured from waste biomass, and synthetic fuels can be produced by capturing carbon dioxide from the air. The manufacturers will have to overcome a number of hurdles to get their products into use in our road and race cars, including regulatory acceptance, price reduction and increasing public awareness. If these challenges can be overcome, then synthetic fuels and lubricants will allow for the environmentally responsible use of internal combustion engines long into the future.
Acknowledgements
The author would like to thank Rick Lee of Evolve Lubricants, Rebecca Mann & David Richardson of Coryton, Michael Stöppler of ROWE, Yann Labia & Adrian Stuart of ETS Racing Fuels, Jean François Toulisse, Thomas Fritsch & Warikhiya Dioumassi of TotalEnergies, Hannes Lange of eFuels Forum, Ashley Mills of Bardahl, and Andrea Holmboe & Will Webber of Zero Petroleum for their help with researching this article
