John Deere announce it has made an equity investment in ClearFlame Engine Technologies, a growing start-up dedicated to the development of clean engine technology. ClearFlame’s solution enables low-carbon fuels like ethanol to be easily integrated into compression ignition engines, offering a more sustainable solution without compromising engine performance.

John Deere’s investment is in line with its strategic vision to accelerate and lead the industry in low and zero-carbon powertrain technology. John Deere will also supply an engine to use in conceptual testing, which will help validate the technology currently under development by ClearFlame.

“We made this investment to stay on the leading edge of developments in renewable fuel technology. ClearFlame’s compression ignition engine technology has the potential to reduce CO₂ emissions while continuing to provide the performance and durability our customers expect from John Deere engines,”

said Pierre Guyot, Senior Vice President, John Deere Power Systems.

“ClearFlame’s mission is to decarbonize the hardest-to-electrify sectors in a rapid and cost-effective way. Expanding our solution from heavy-duty trucking to agriculture and other off-highway markets delivers on that promise, offering significant sustainability and economic benefits that won’t compromise engine performance. We look forward to working together with John Deere and supporting its commitment to reducing net CO₂ emissions through providing renewable energy solutions,”

said BJ Johnson, ClearFlame CEO, and co-founder.

Using ethanol in place of petroleum diesel fuel in diesel engines significantly reduces carbon emissions and air quality emissions. In addition, ethanol is widely available and can offer a high-efficiency, liquid alternative fuel option.

John Deere understands the importance of renewable fuel options and is committed to exploring new solutions. “Compression ignition engines have a long life ahead — in terms of both the current source of diesel and a wide variety of alternative fuel types. John Deere already offers biomass-based diesel compatibility on our engines. These investments are the right thing to do for environmental, economic, and rural-development benefits,”

said Guyot.

Investments like this one are a critical component of John Deere’s vision to integrate smart and sustainable technology innovations with its legacy of manufacturing excellence.

The post John Deere Invests in Renewable Fuel Technology appeared first on North America FarmQuip Magazine.

“The W200M and W235M Self-Propelled Windrowers offer a cost-effective option for farmers to consider with an all-new cab and a new lower horsepower option. Beef and dairy producers will benefit from the W235R and W260R, thanks to a new premium cab loaded with integrated technology and innovative features that let them easily make in-cab adjustments to improve windrow formation and dry down,”

said Chase Milem, John Deere hay, and forage marketing manager.

The new windrowers provide:

• R Windrowers offer 10% wider windrows than previous models.
• 24-mph transport speed that reduces time spent moving between fields.
• Easy in-cab adjustments of swath flap and forming shields, with tilt and height resume.
• JDLink enabled machines to help to ensure peak operating performance and keep the owner connected to their machine at any time from anywhere.

The W200M and W235M are available with optional Starfire receivers and a Generation 4 CommandCenter with AutoTrac. Optional TouchSet controls allow operators to quickly adjust windrow width and tilt from the cab while cutting. Using the TouchSet settings library presets and resume function, operators can move between settings with ease. This level of control makes it easy to optimize the windrows to accommodate for varying field and crop conditions.

Operators can electronically adjust windrow formation from the cab to optimize the crop being cut, to promote fast dry down. Thanks to a maximum transport speed of up to 24 mph and improved fuel consumption compared to previous models, time and money are saved when moving between fields.

“Every minute the crop stays in the field after cutting reduces tonnage and decreases hay quality. John Deere W200 Series M and R Windrowers provide customers with the unmatched ability to get the most from every acre, at reduced acquisition and operating costs,”

Milem said.

The post John Deere Introduces New W200 Series M and R Windrowers appeared first on North America FarmQuip Magazine.

Carlo Lambro, New Holland Brand President, stated:

“We have pioneered sustainable, innovative solutions for some 14 years. We developed the energy-independent Farm model, showing how a closed-loop between agricultural production and energy generation can make farming CO2-neutral, or even carbon negative – with significant benefits for our customers. This year we are taking a further step into turning this into a reality, as our methane-powered tractor enters the New Holland range.”

Methane-powered Tractor to Enter New Holland Range in 2021

The first production unit of the T6 Methane Power tractor, a cornerstone of New Holland’s Energy Independent Farm concept, was presented at the Agritechnica show in 2019 and now targets full commercial availability in 2021. Field trials are in the final stages and by the first half of the year production units will be delivered to selected customers in Germany, France, Italy, the UK, and the Benelux – all key markets for the T6 tractor where biogas production is advanced. The Methane-powered tractor will enter the New Holland range by the end of the year, and be available to all customers in Europe and other markets across the world. This development will further consolidate New Holland’s undisputed competitive edge in alternative fuels solutions.

Clean Energy Leader Strategy Extends Scope with New Partnerships

The Clean Energy Leader continues to extend its scope to explore new areas of innovation through partnerships. The first one is with Italian Barolo wine producer Fontanafredda, in a project that aims to achieve carbon-free vineyard operations. New Holland and FPT Industrial are testing in their vineyards a new bio-methane tractor derived from a standard New Holland TK model. It is powered by the new FPT Industrial F28 engine, crowned Diesel of the Year in 2020. The tractor tested in the Fontanafredda vineyards is powered on bio-methane, with the aim of accomplishing the first CO2-free wine production – an important step towards the decarbonization of the grape growing chain.

In another partnership, New Holland has developed with Italian implements producer Nobili an innovative concept for the electrification of implements for vineyards and orchards. It combines the New Holland T4.110V with an e-Source external generator compliant with AEF High Voltage guidelines. In an industry first, the generator driven by the tractor’s PTO is the only source of energy powering the new e-Sprayer and e-Mulcher. This groundbreaking innovation was recognized with the Technical Innovation 2020/21 Award at EIMA International.

The post New Holland Targets 2021 Availability for Methane Powered Tractor appeared first on North America FarmQuip Magazine.

The fuel savings calculator allows Mack website visitors to select the fleet size, the number of trucks in their fleet, and the average cost per gallon of diesel fuel. The information is used to calculate the average amount a customer could save over one, three, or five years with the Mack MP8HE+ powertrain package.

 “Mack Trucks is committed to finding ways to increase the fuel efficiency of our engines and truck models, and we recognize that fuel costs are one of our customers’ largest expenses. The fuel savings calculator is simple to use and really shows customers the benefits of the MP8HE+ powertrain package and how it could decrease their total cost of ownership.”

said John Walsh, Mack vice president of marketing.

Mack announced in October that the next-generation version of its 13-liter MP8HE engine improved fuel efficiency by up to 3 percent when compared with the former MP8HE engine. Mack Anthem models equipped with the new extended chassis fairings and the HE+ powertrain package – which includes the revised MP8HE engine – now deliver up to a 13 percent improvement in fuel efficiency compared with baseline Anthem models.

The savings are in part attributed to the next-generation MP8HE engine which uses Mack Energy Recovery Technology. This captures waste energy from the engine’s exhaust and converts it back to mechanical energy delivered to the engine crankshaft as additional torque. Mack engineers designed an updated wave piston to help evenly distribute the air-fuel mixture within the cylinder to burn fuel more completely and consistently than other piston designs. Further fuel efficiency gains resulted from increasing the MP8HE’s compression ratio from 17:1 to 18:1 and the addition of an improved watergate and turbocharger.

“Mack enhanced its MP8HE engine to improve the fuel efficiency benefits and find additional opportunities for customers to save money. The MP8HE engine, with its unique design and proven Mack Energy Recover Technology, improves the efficiency of the already aerodynamic Mack Anthem.”

said Stu Russoli, Mack highway product manager.

Included in the Mack MP8HE+ powertrain package are the MP8HE engine, Mack mDRIVE automated manual transmission, Mack Predictive Cruise, and multiple aerodynamic enhancements. The HE+ package can also be combined with Mack’s all-new extended chassis fairings, which smoothes airflow around the rear axles to deliver an additional 0.5 percent improvement in fuel efficiency.

As part of the campaign, Mack tied in Mackonomics, a test drive of the Mack Anthem model equipped with the HE+package by customers Jamie Hagen, owner of Stratford, South Dakota-based Hell Bent Xpress, LLC, and Joel Morrow, senor driver and vice president for fleet equipment procurement at Ploger Transportation, based in Norwalk, Ohio.

Hagen, a bulk hauler, and Morrow, who hauls general freight, capture vehicle performance data and post the results to social media using Mackonomics.

Source: Macktrucks

The post Mack Trucks Save on Fuel With Package Mack Mp 8he + New Generation appeared first on North America FarmQuip Magazine.

As manufacturers look to develop off-road vehicles and equipment powered by alternative energy sources, it’s important to consider the various design, safety and servicing implications for end-users.

Machinery powered by alternative energies can share many similarities to that powered by traditional diesel powertrains. However, there will also be many differences. For the agriculture and construction industries to fully reap the benefits of alternative energies, a keen understanding of those differences is essential. Now is the time to develop that keen understanding.

“It is common to see on-highway technologies transfer to off-highway products with a few-year lag,”

said David Langenderfer, technical project leader at  Cummins, who spoke to virtual attendees at AEM’s Product Safety & Compliance Seminar. In other words, that technology transfer could begin taking place sooner than later.

In off-highway applications, today’s most common powertrain continues to be diesel. Langenderfer said the future powertrain is likely to include a high-efficiency, spark-ignited engine with a choice of fuels: gasoline, natural gas or propane. From there, OEMs can step into a range-extending “hybrid” electric vehicle.

“The OEM still takes advantage of a conventional engine, but adds an electric machine to charge the batteries,” Langenderfer said. “The big benefit is that the combustion engine can continue driving the machinery if the battery ends up dying.”

Another future range-extending option could be a fuel cell that uses hydrogen to power a membrane exchange that creates voltage to charge batteries. Then, at the far end of the futuristic spectrum, is a path toward fully electric off-road vehicles and equipment. At that point, there will be much more for manufacturers and end-users to consider.

Drivers behind alternative energies

Conventional wisdom might suggest that “cost” is what is spurring interest in alternative energy sources. Langenderfer shared data from July 2019 that stamps a big question mark on that notion. For instance, the per-kWh price of diesel, gasoline and natural gas was relatively the same. However, the price of electricity was at least 37% higher, and the price of propane was roughly double.

Greenhouse gas (GHG) emission is where you start to see some meaningful advantages with alternative energy sources. Consider the following data measuring GHG emissions during normal machine operation:

• Combustion diesel engine: 296 g/kWh
• Combustion gasoline engine: 293 g/kWh
• Propane engine: 251 g/kWh
• Natural gas engine: 213 g/kWh
• Fully electric powertrain: 0 to 947 g/kWh (depending on generation method)

Fuel cost does come into play once you begin examining consumption. Generally speaking, alternative fuels are more efficient sources of energy. Take a look at the below data on thermal efficiencies:

• Diesel – 38%
• Port fuel-injected gasoline – 25%
• Direct-injected turbocharged gasoline – 35%
• High-efficiency gasoline – 40%
• High-efficiency natural gas – 40%
• Electric motor – 90%+

As you get to those higher efficiencies, fuel consumption goes down because the energy source directs more of the energy into the tractive effort of the machine. That reduces energy use — and that reduces an end-user’s operating cost.

Migrating to propane and natural gas

As Langenderfer pointed out, conventional powertrains are protected for multiple fuel types. Regardless if the machine is fueled by diesel, gasoline, propane or natural gas, there is commonality among the short block, engine mounts, and air and fluid connections.

“Conventional powertrains, independent of fuel type, also have the same FEAD (front-end accessory drive) components. Essentially, there is a plug-and-play piece with respect to conventional powertrains.”

Langenderfer added.

That said, there are some variances when migrating to certain alternative fuels.

The fuel tank is one point of difference. Liquid fuels, including diesel and gasoline, utilize a similar tank made of either plastic or stainless steel. Natural gas and propane require a high-pressure tank.

The cylinder head will need to be constructed of aluminum for a spark-ignited alternative fuel. That is to help pull some of the heat out and eliminate knocking. With a diesel engine, on the other hand, a cast-iron cylinder head remains prevalent for long-term durability advantages.

Differences will also emerge when looking at the combustion piece of an alternatively fueled engine. For instance, diesel uses a high-pressure direct injector. Then, depending on the size of the engine, either glow plugs or a grid heater are utilized as a cold-starting aid. Conversely, a port fuel injector is used for natural gas and propane.

With respect to the aftertreatment system, diesel engines are well-known for components including a DOC (diesel oxidation catalyst), DPF (diesel particulate filter), SCR (selective catalytic reductor) and AMOX (ammonia oxidation catalyst). With a spark-ignited engine, a smaller TWC (three-way catalyst) is utilized.

“As we get further and further down the emissions threshold, you’ll start seeing these catalysts move closer and closer to the engine to help mitigate the amount of fuel required to heat them up,”

Langenderfer said.

From an exhaust system perspective, the peak temperature for diesel exhaust is around 760° C, whereas a spark-ignited engine runs much hotter at 850 to 950° C.

“As we design vehicles with these spark-ignited engines, we’ll have to think about that higher temperature in relationship to where the components are near the engine,” Langenderfer pointed out.

Fuel leaks present some unique challenges with certain alternative fuels. With a liquid fuel such as diesel or gasoline, leaks are easy to spot through regularly occurring visual inspections. But with gaseous fuels such as propane and natural gas, there is no visual cue that a leak has emerged. Thus, a leak warning system is a necessary addition to the vehicle or equipment. Evaporative system requirements must also be met.

In terms of overall vehicle architecture, Langenderfer said there are few differences between diesel and gasoline powertrains. With natural gas, however, it’s likely that two or three fuel tanks will be needed to provide the necessary volume of energy to achieve the same production output (i.e. mileage).

“Because natural gas is such a good fuel, one benefit is that you can likely downsize the engine,”

Langenderfer said.

For instance, the typical diesel engine is a 6.7L. Natural gas could require a 2.8L engine.

“This could provide some additional space under the hood in the engine compartment — without sacrificing power and torque,”

Langenderfer pointed out.

Hybrids, hydrogen, and full electrification

A range-extending electric/diesel vehicle is also relatively comparable to a conventional powertrain architecture — with one additional benefit.

“You are able to go down to a smaller engine because you’re splitting the power between the battery and the engine gen set,”

Langenderfer explained.

In this architecture, the vehicle has a 150kW generator, 74 kWh battery, and a 180 to 200 kW electric machine in the back.

“Depending on the performance requirements of the vehicle, this architecture could also have a gearbox,”

Langenderfer pointed out.

Additional componentry includes a three-phase inverter to convert the AC power from the generator so it can charge the DC battery. A second three-phase inverter is also needed, this time between the battery and electric machine. A DC-DC converter is also required since there is no longer an alternator to charge the 12V or 24V battery.

“An OEM must also add an on-board AC converter/charger so the end-user can charge the battery overnight,” Langenderfer added. “There are also a couple of different connectors such as a Level 2 AC SAE J1772 connector which is 240V AC.”

One thing OEMs must put some thought to with a hybrid architecture is vehicle accessories.

“With a diesel/electric architecture, the engine may not always be running as you operate the vehicle. Therefore, you’ll need a way to electrify accessories such as the power steering pump, AC compressor and cab heater.”

Langenderfer said.

With a range-extending battery/gasoline vehicle, not much changes other than going from diesel to gasoline engine, or even a natural gas engine. This reiterates the point made earlier that OEMs want to have some commonality between powertrain configurations. This gives end-users the ability to choose the best fuel type for a given job site.

Looking further out on the horizon (2030-2035), a range-extending hydrogen fuel tank vehicle enters the discussion.

“As hydrogen fuel costs come down and the cost of a fuel cell comes down, OEMs could look at replacing a conventional internal combustion engine with a fuel cell. In this case, all electric accessories will remain similar — but an OEM will need a high-pressure fuel tank for the hydrogen fuel.”

Langenderfer said.

When off-highway machinery evolves to fully electric vehicle architecture, Langenderfer said a much larger, 150 kWh battery will be required since no engine or hydrogen fuel cell will be helping power the vehicle.

“OEMs will also need to think about the liquid cooling for the battery, inverters, convertors and electric machine itself. Manufacturers will need to think about where they want to package all of those heat exchangers.”

Langenderfer pointed out.

Manufacturers will also encounter a Level 3 DC charger for faster charging, because end users will require a quicker turnaround in order to make fully electric machinery practical for everyday operation.

Speaking of everyday practicality, OEMs looking to leverage alternative fuel sources must consider the implications with respect to productivity, safety, and the ability to service and maintain vehicles and equipment.

Source: AEM

The post AEM Explains New Energy Sources for Off-highway appeared first on North America FarmQuip Magazine.

Located on an 8-acre site adjacent to the plant, which manufactures GSI grain storage and conditioning equipment, the solar project was designed and constructed by SolAmerica Energy. It is a ground-mounted system that rotates to track the sun throughout the day, maximizing electricity production.

The power generated — targeted at 3.2 million kilowatt-hours for the first year — is expected to produce substantial savings compared to the facility’s current energy costs. Besides the economic benefit, the project also offers an environmentally friendly source of clean, renewable energy.

“We’re very proud to support the adoption of solar energy on this large-scale basis, which will contribute to the global effort to help protect our climate. This project also supports AGCO’s ongoing commitment to providing sustainable, high-tech solutions for farmers feeding the world.”

said Hans Lehmann, Vice President, Americas, AGCO Grain & Protein.

John Buffington, Vice President of Business Development for SolAmerica, stated:

“SolAmerica has been honored to work with AGCO on this exciting project. AGCO approached SolAmerica with a view that going solar could add value to their GSI business while supporting the company’s commitment to environmental sustainability in a tangible way. We applaud AGCO for this vision.”

Buffington said an added benefit of the project is that the site area has been planted with wildflowers and native grasses intended to provide habitat to pollinating species, which offer critical ecological and agricultural benefits.

The AGCO solar energy system was developed under the Illinois Shines initiative, a state incentive program designed to promote the development of new solar energy sources in Illinois. For additional information about GSI, visit grainsystems.com.

Source: AGCO

The post New Solar Energy System Helps Power AGCO Manufacturing Facility in Illinois appeared first on North America FarmQuip Magazine.

JCB expands its E-TECH range of zero-emissions machines with the launch of its first-ever electric Loadall telescopic handler model.

JCB has taken a pioneering lead in the move to electric propulsion in construction, agricultural and industrial machinery, having successfully introduced the 19C-1E mini excavator and the 66-40E Teletruk to the market. As world market leader for telescopic handlers, the launch of the JCB 505-20E Loadall takes equipment electrification further into general construction, industrial and agricultural markets, offering a zero-emissions material handling solution with no compromise in performance or productivity. We are very excited about the prospects for this machine.

Tim Burnhope, JCB Chief Innovation Officer

Key features of the new Loadall include:

• Dual electric motors for drive and lift deliver increased efficiency
• Brake regeneration boosts battery charge
• Regenerative hydraulics increase efficiency
• Full shift operation capability
• Range of charging options, including on-board and off-board rapid charging

The 505-20E uses two proven electric motors, one for the driveline and the second to power the hydraulic system. The 23 hp (17kW) traction motor drives through a permanent four-wheel drive dropbox, to JCB drive/steer axles. The 30hp (22kW) hydraulic system motor powers a fixed displacement gear pump, delivering a maximum of 21 gal/min (80 l/min) of flow.

Flow is proportional to joystick position and the lift end is controlled by an electro-hydraulic valve block, with hydraulic regeneration on boom function.

Extensive analysis of customer duty cycles, through JCB’s LiveLink telematics system and on-site studies, tests, and evaluation, has allowed JCB engineers to optimize the machine’s battery life to meet customer requirements. The 96V Lithium-ion battery is capable of providing full-shift operation.

The traction drive motor utilizes regenerative braking, instead of a traditional braking system, topping up the battery in the process. The hydraulic system also regenerates flow while lowering the boom, reducing the power requirement, and extending operating hours. The brake regen function automatically turns off when the battery is fully charged.

The machine has a 240V, 16A onboard charger capable of recharging the battery in 8-10 hours. An optional JCB Universal Charger can be used for a rapid top-up during breaks, in as little as 60 minutes.

The 505-20E has been designed to meet the current and future needs of customers in a variety of industry sectors, providing zero-emissions operation for working inside buildings including barns, in underground construction, vegetable and fruit storage centers, greenhouses, on environmentally friendly sites, around hazardous materials, and in urban areas with stringent emissions regulations.

In addition, the new telehandler can draw on low-cost renewable energy on farms and other rural enterprises that generate their own ‘green’ electricity.

A secondary benefit of electric operation is a significant reduction in noise levels, making the Loadall suitable for extended operation in noise restricted areas such as schools, inner-city work, around animals, and hospitals. The 505-20E delivers an in-cab noise level of just 66.7dB, while the external level is 92.2dB. A white noise reversing alarm is available as an option, to warn site workers of machine movement.

JCB has not compromised on operator comfort. The full-size ROPS/FOPS cab is ergonomically designed for fatigue-free operation, with easily located controls. The machine will be offered as a cab or canopy.

Maximum lift capacity is unchanged from the diesel model as the 505-20E has the same 5500 lbs (2500 kg) capability. External dimensions also remain the same with 12 ft 1in (3.7m) outside turn radius and overall height of 6 ft 2 in (1.89m). The machine has been designed to deliver similar cycle times as the diesel telescopic, with no loss of performance. It can be used with forks, a range of buckets, and many other JCB Loadall attachments.

Source: JCB

The post The JCB Loadall Telehandler goes all Electric appeared first on North America FarmQuip Magazine.

The Power Lab will concentrate on the development of cutting-edge technologies for the marine and infrastructure sectors, with a strong emphasis on fuel cell systems and the production and deployment of synthetic fuels.

“We’ve made it our mission to leverage the trends we’re seeing in our markets by creating the new drive and energy solutions our customers are looking for which support a climate-neutral future. Therefore, it is essential that the development of our product portfolio is centered on new technologies which enable this future,”

said Andreas Schell, CEO of Rolls-Royce Power Systems.

“The Power Lab is an important milestone on the path we’re taking.”

Partnerships and technological openness key to winning new markets Rolls-Royce’s new organisational unit is headed by Dr Peter Riegger, who previously led the Research & Technology division; he sees a willingness to embrace new technologies as the key to success.

“Our research engineers now have more technological freedom to develop new ideas and refine them in cooperation with customers and partners.”

In this respect, long term partnerships nurturing the development of technologies and capabilities will play a crucial role in enabling new markets to be captured.

The post Rolls-Royce launches Power Lab to drive future technologies appeared first on North America FarmQuip Magazine.

Green Machine will custom retrofit Bobcat excavators with their proprietary battery technology to replace the standard diesel power source and will sell the machines in select markets beginning this year. These electric/hydraulic machines will provide the power and performance equivalent to diesel-powered models, along with considerably lower daily operating costs, zero emissions, reduced noise, and minimal maintenance. The electric/hydraulic compact excavators will be beneficial to operators working in urban environments, such as working close to other buildings or in public spaces.

“This strategic partnership marks another key milestone in our drive to bring the latest technologies to our customers and accelerate electrification in our industry,”

said Joel Honeyman, vice president of Global Innovation at Doosan Bobcat.

“Doosan Bobcat is excited to partner with Green Machine as part of our commitment to innovation and sustainability.”

Launched in 2010, New York-based Green Machine is a wholly owned subsidiary of alternative energy company Viridi Parente, Inc. Viridi Parente is revolutionizing the future of distributed energy products. The company’s high-tech, clean, safe and sustainable battery pack has already begun displacing energy systems in a vast array of markets.

“At Green Machine, we are changing the way the world uses energy,”

said Jon M. Williams, CEO.

“By teaming up with a global leader like Doosan Bobcat, we can further advance our technology and the benefits of electrification through the power and performance for which Bobcat machines are known. Through this partnership, we will deliver safer, more cost-effective machines that can provide construction support in nearly any project environment, indoors, outdoors, confined spaces, and other applications that traditional fossil-fuel-powered equipment cannot support.”

Doosan Bobcat is constantly exploring new ways to advance the compact equipment industry with new technologies, services and products. Through its partnership with Green Machine, the company can continue to produce innovative products and solutions to help lead the compact equipment industry forward.

“We make innovation a part of every product we produce at Bobcat,”

said Honeyman.

“Electrification is another step forward in our commitment to sustainability, as well as a technology that will allow our customers to work more productively, efficiently and cost-effectively. This is why we continue to seek breakthrough innovations to empower people to accomplish more today and in the future.”

Source: Bobcat

The post Doosan Bobcat and Green Machine Partner produce Electric Compact Excavators appeared first on North America FarmQuip Magazine.

Bioethanol is the ethyl alcohol (ethanol) obtained from the fermentation process of agricultural products or vegetable biomass.

Bioethanol can also be used as a biofuel for fireplaces and boilers but is mainly used as a fuel, in the form of pure bioethanol, or blended with petrol. It is therefore considered a biofuel, such as biodiesel, biogas, and vegetable oils.

Among biofuels, bioethanol is the most widespread also because it is quite easy to produce.

How is bioethanol produced?

To produce bioethanol there are 2 possible alternatives, which are characterized by the raw materials used:

First-generation bioethanol

Sugar-rich agricultural products can be used, as the fermentation process takes place thanks to the glucose contained in starch-rich cereals such as maize or using sugar cane. Bioethanol produced in this way is called first-generation bioethanol. Maize is widely used in the United States, for example, while sugar cane is mainly used in Brazil.

To produce bioethanol from these products, it is necessary to process the parts containing the sugars to which yeast is added to promote alcoholic fermentation, and then proceed with the extraction of the ethanol.

The production of first-generation bioethanol has its limits, however, because it requires the use of edible plants to obtain fuel, which is therefore diverted away from their use as food.

Second-generation bioethanol

The alternative is to use another glucose-rich resource such as cellulose. This method also makes it possible to exploit plants without commercial use or waste plants, including algae, without taking land away from food crops. Also in this case the yeast ferments the glucose, which is found in cellulose. This is how second-generation bioethanol is obtained.

Bioethanol-based fuels

Bioethanol is a fuel that has certain advantages, including a high octane count and a lower cost than other traditional fuels. It can be used in pure form or blended with petrol, obtaining fuels that are characterised by the percentage of bioethanol present. They have for example:

• E10: 10% bioethanol and 90% petrol
• E20: 20% bioethanol and 80% petrol
• E85: 85% bioethanol and 15% petrol
• E100: 100% bioethanol

Having Physico-chemical characteristics similar to those of petrol, bioethanol is used in petrol as an additive with the aim of improving performance in terms of octane and reducing emissions of certain pollutants. Fuels that blend petrol and bioethanol up to 10% can be used in normal petrol engines of the main manufacturers.

Compared to petrol, however, it must be considered that bioethanol has a lower energy content and therefore more fuel is needed to achieve the same results.

To use fuels based on bioethanol in higher percentages, or in the form of pure alcohol, vehicles fitted with a flex engine are required. This solution is now widely available in Europe, in the United States, and especially in Brazil, where a switch to this fuel has been particularly encouraged by the oil crisis.

Which countries produce the most bioethanol?

The main producers of bioethanol are:

• United States
• Brazil
• European Union

Top bioethanol producers worldwide in 2019 (data in millions of gallons) [source: Statista].

Appropriate tractors are needed for grain production and for all agricultural needs, which guarantee the necessary performance and power.

Source: McCormick

The post McCormick presents Bioethanol, a new Fuel Extracted from Agricultural Products appeared first on North America FarmQuip Magazine.