- ADAC is testing HVO for fried fat diesel.
Skepticism was also great when E10 gasoline was introduced - many people still don't fill up with the usually cheaper fuel, even though the manufacturer of their vehicle may have given the green light years ago. The reaction to the new diesel HVO100 is similar. The abbreviation stands for "Hydrotreated Vegetable Oils", roughly translated as "hydrogenated vegetable oil". The automobile club "Mobile in Germany" describes the fuel as follows: "HVO100 is a climate-friendly, non-fossil diesel fuel made from biological waste and residues."
But promises aside, hard facts are what count in the end. How does the engine handle this new diesel? How high is the consumption? And is what comes out of the exhaust really more environmentally friendly? The ADAC provides answers to these questions with a test.
Is HVO100 really cleaner?
HVO100, a so-called paraffinic diesel fuel, has been available at some German gas stations since late May. The fuel companies claim that the "bilancial CO2 emissions" can be reduced by up to 90 percent with HVO100. For a test, the ADAC put several cars in the lab. A BMW 520d Touring, a Mercedes E 220 d T-model, a Škoda Superb Combi 2.0 TDI, and a VW Caddy 2.0 TDI were available - each in a current new car configuration. Corresponding HVO100 approvals from the respective manufacturer were available for the mentioned models - because only then should one even consider the new fuel.**
The test was then to show the differences in pollutant emissions, how the running culture of the engines changes, and what influence HVO100 has on consumption.**
The club writes regarding pollutants: "In older vehicles, pollutant emissions tend to decrease in HVO100 operation. In current diesel vehicles, which have an elaborate exhaust gas aftertreatment, the pollutant emissions are already so low that the respective operating state of the catalysts makes the (small) difference rather than the fuel used."**
Nevertheless, a reduction in emissions of two to five percent could be determined with HVO100 across the board. However, there is a catch: The additional consumption was just as high, which could be noticeable in long-distance vehicles. Compared to mineral diesel, this was one to five percent. The ADAC explains this with the lower density of HVO100. At least: There were no differences in running culture in newer vehicles, and older vehicles even showed marginal improvements in running smoothness and responsiveness, it is said.**
ADAC sees catch-up needed
The ADAC's conclusion is little surprising: "If the approval for a model is available, the fuel can be filled up without hesitation. Even older models could be operated with HVO without emission disadvantage with corresponding manufacturer approval."**
But there is a problem: According to ADAC, "some manufacturers are still very cautious with the approval of their diesel models for paraffinic diesel fuels like HVO", although it is technically no problem to operate a large number of current and older engines with it. A approval list is provided, for example, by the "German Automobile Trust" - HVO100 is called XTL in this table, which is a collective term for synthetic fuels.
Despite HVO100 being available at some German gas stations since May, many manufacturers are still reluctant to approve their diesel models for it. However, according to the ADAC, operating a large number of current and older engines with HVO100 is technically feasible, as evidenced by their approval list. Even for vehicles without such approval, filling up with HVO100 at a gas station might not result in any emission disadvantages.
After conducting tests on several new car models, the ADAC found a reduction in emissions of around 2-5% with HVO100, but this was balanced out by an increased consumption. While there were no differences in running culture for newer vehicles, older vehicles showed marginal improvements in smoothness and responsiveness. This increase in consumption may be due to HVO100's lower density compared to mineral diesel.
