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No. Biodiesel and renewable diesel are different fuels. They can start with the same vegetable oils, animal fats, or used cooking oil, but biodiesel is a mono-alkyl ester made by transesterification, while renewable diesel is a hydrocarbon made most often by hydrotreating. That chemistry determines which ASTM specification applies, whether a diesel engine can use the fuel as a direct replacement, how the fuel behaves in cold weather, and how its lifecycle emissions should be evaluated.
The practical answer for a vehicle owner is to identify the exact fuel and blend, then check the engine manual, warranty, and supplier documentation. In the United States, renewable diesel that meets ASTM D975 is generally handled like petroleum diesel. Biodiesel is normally sold as a blend such as B5 or B20, and approval depends on the blend level and engine.
What is the difference between biodiesel and renewable diesel?
The U.S. Department of Energy Alternative Fuels Data Center (AFDC) states plainly: “Renewable diesel and biodiesel are not the same fuel.” The distinction is chemical, not merely a different name for a renewable feedstock.
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| Characteristic | Biodiesel | Renewable diesel |
|---|---|---|
| Finished-fuel chemistry | Mono-alkyl ester, usually fatty acid methyl ester (FAME) | Hydrocarbon, chemically similar to petroleum diesel |
| Typical commercial process | Transesterification of fats or oils with a short-chain alcohol | Hydrotreating or hydroprocessing with hydrogen, heat, pressure, and a catalyst |
| Primary U.S. specification | B100 blendstock under ASTM D6751; blends B6-B20 under ASTM D7467 | ASTM D975 petroleum-diesel specification |
| Normal use pattern | Blended with petroleum diesel, commonly B5 or B20 | Replacement fuel or blend with petroleum diesel, subject to applicable guidance |
| Cold-weather behavior | Varies with blend percentage, feedstock, and petroleum diesel | Can be produced to meet a range of cloud-point requirements |
These specifications are U.S.-specific. In Europe, the AFDC notes that renewable diesel does not meet EN 590’s minimum-density requirement but does meet EN 15940 for paraffinic diesel fuels. A European fuel label or vehicle requirement therefore cannot be assumed to match a U.S. ASTM designation.
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How biodiesel is made
Transesterification creates the fuel called biodiesel
Biodiesel production breaks the triglycerides in an oil or fat into smaller ester molecules. The oil or fat reacts with a short-chain alcohol, usually methanol, in the presence of a catalyst. The common methanol-derived product is called fatty acid methyl ester, or FAME. Glycerin is formed as a coproduct.
An illustrative DOE production balance uses approximately 100 pounds of oil or fat plus 10 pounds of short-chain alcohol to yield about 100 pounds of biodiesel and 10 pounds of glycerin. Actual plants use different feedstocks, catalyst systems, purification steps, and operating conditions; the example is not a guaranteed yield for every facility. Sodium or potassium methoxide are common catalysts described in the DOE/NREL handling guide.
Unprocessed vegetable oil is not biodiesel
Straight vegetable oil, animal fat, or recycled grease has not undergone the chemical conversion that defines biodiesel. DOE warns against using these unprocessed materials as vehicle fuel: their higher viscosity can contribute to deposits, piston-ring sticking, lubricant gelling, and other maintenance problems. A vehicle should receive fuel that meets the applicable diesel or biodiesel specification, not raw cooking oil.
How renewable diesel is made
Hydrotreating produces a hydrocarbon fuel
Commercial renewable-diesel facilities described by DOE most often hydrotreat lipids. The fats, oils, or greases react with hydrogen at elevated temperature and pressure over a catalyst. Oxygen and other unwanted elements are removed, leaving paraffinic hydrocarbon molecules rather than ester molecules. Because the finished chemistry resembles petroleum diesel, the fuel can be made to the ASTM D975 specification.
DOE also identifies other possible routes, including gasification, pyrolysis, and biochemical or thermochemical processing. Those pathways are conceptually broader than the lipid-based processes used at the commercial facilities described on the AFDC page. A claim about renewable diesel should therefore identify the pathway when that detail matters.
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- Effective as a “quick-kill” biocide and for long-term diesel fuel maintenance, effective in all diesel fuels, including Ultra Low Sulfur Diesel (ULSD), biodiesel and biodiesel blends
- Kills microbes (bacteria and fungus) that grow in dispersed and free water associated with diesel fuels, safe for use in all diesel engines
- Prevents fuel-filter plugging – helps prevent fuel system failures; Protects fuel system components against organic acids created by microbial growth – prevents fuel tank corrosion
- Improves fuel performance and reduces engine maintenance costs and will not void engine manufacturer's when used as directed
Feedstocks can overlap even when the fuels do not
Biodiesel and renewable diesel may compete for the same raw materials: soybean and other vegetable oils, animal fats, yellow grease, used cooking oil, and other recycled fats and greases. DOE identifies used cooking oil and inedible animal fats as primary U.S. renewable-diesel feedstocks on its data page. The biodiesel production and handling material also discusses used restaurant grease, animal fats, and vegetable oils.
Newer oilseed crops, including camelina, Brassica carinata, and CoverCress, are being commercialized for additional oil supplies. Renewable-diesel pathways can also be designed around non-lipid resources such as sugars or biomass converted through gasification, pyrolysis, or hydrothermal processing. Feedstock availability, land-use effects, and sustainability depend on the specific material and region; the word renewable by itself does not establish any of those outcomes.
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U.S. fuel standards and engine compatibility
Renewable diesel that meets ASTM D975
Renewable diesel meeting ASTM D975 is generally treated in the United States as a petroleum-diesel replacement. DOE describes it as compatible with existing diesel infrastructure and engines when it meets that specification. It may be used neat or blended with petroleum diesel, while the vehicle maker’s instructions and the supplier’s certification still control.
Biodiesel standards depend on the blend
B100 is a biodiesel blendstock covered by ASTM D6751. Finished blends from B6 through B20 have the ASTM D7467 specification. B5 and lower blends are commonly handled as diesel fuel, but the exact product documentation and local requirements should be checked. ASTM specifications are updated over time; the AFDC advises buyers to confirm that a supplier is providing fuel to the current standard.
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| Label | What it means | Compatibility point |
|---|---|---|
| B5 | Up to 5% biodiesel and at least 95% petroleum diesel by volume | Often performs similarly to No. 2 diesel in cold weather, but check the manual and local fuel specification |
| B20 | 20% biodiesel and 80% petroleum diesel by volume | Many manufacturers approve it, but approval is not universal; verify the exact engine and warranty |
| B100 | Neat biodiesel | Usually used as a blendstock; higher energy, storage, cold-flow, filter, and warranty considerations apply |
Can a truck use B20?
Many current diesel engines can use B20 or lower blends without modification, and DOE calls B20 a common compromise among cost, cold-weather performance, and compatibility. However, a general statement is not a vehicle approval. Read the owner’s manual, confirm the warranty language, and ask the fuel supplier for the blend and standard being delivered. Fleets should record the approved blend for each engine model rather than assuming every diesel vehicle has the same authorization.
Energy content, lubricity, and other performance differences
Biodiesel contains less energy per gallon as the blend rises
DOE reports that B20 contains approximately 1% to 2% less energy per gallon than petroleum diesel. Drivers often report no noticeable performance or fuel-economy change at that blend, but the physical energy difference is real. B100 has a larger volumetric energy disadvantage, so higher biodiesel percentages can affect fuel economy and range.
Biodiesel can improve lubricity
Biodiesel has strong lubricity properties and can raise the lubricity of a petroleum-diesel blend. DOE’s benefits guidance says 2% biodiesel is almost always enough to provide adequate lubricity, although the amount needed depends on the petroleum diesel’s own properties. This is an explanation of fuel behavior, not a recommendation to add an unapproved amount yourself; use a compliant commercial fuel and follow the engine maker’s instructions.
Flashpoint and handling
DOE lists biodiesel’s flashpoint as above 130°C, compared with about 52°C for petroleum diesel. A higher flashpoint can make biodiesel less volatile during handling, but normal fuel-storage, spill-control, and fire-safety procedures still apply.
Cold-weather performance: which fuel is better?
There is no single answer for every biodiesel product. Cold-flow behavior changes with the biodiesel percentage, the underlying feedstock, the petroleum-diesel component, and the additive package. Higher biodiesel blends generally reach cloud point and filter-plugging limits sooner than lower blends. DOE says B5 typically performs about like No. 2 diesel in cold weather, while emphasizing that the blend and feedstock still matter.
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- KILLS & PREVENTS BACTERIA. Highly effective biocide to kill and prevent microbial growth in aviation fuels and aircraft (bacteria & fungi). Lubricates injectors and fuel pumps.
- DUAL PHASE CHEMISTRY. Partitions both water and fuel phases for more effective and complete protection against microbes that cause contamination and corrosion. Prevents corrosion of fuel tanks and metal components caused by the acidic by-products of microbial growth.
- EXTENDS FUEL FILTER LIFE. Excessive sludge accumulation, clogged fuel filters and expensive fuel polishing can shut down engines. Proactive use of a biocide prevents biomass accumulation in fuel tanks, extends fuel filter life and inhibits microbial influenced corrosion.
- INCREASES LUBRICITY. As an added benefit, BioborJF has been proven to increase the lubricity properties of jet fuel, providing additional protection and reduced wear to fuel delivery components.
- OEM APPROVED. Proven to restore lubricity levels, exceeding ASTM standards and protecting injectors and pumps from premature wear. (ASTM-D6079 HFRR- engine manufacturer and industry standard testing).
Renewable diesel is a hydrocarbon fuel whose properties can be adjusted during production. DOE’s handling guide says it can be produced to meet a range of cloud-point requirements. That does not mean every renewable-diesel delivery has the same low-temperature specification; ask the supplier for the certified cloud point or cold-filter-plugging information for the fuel you will receive.
The AFDC’s guidance is practical: “For the best cold weather performance, users should work with their fuel provider to ensure the blend is appropriate.” Before winter operation:
- Confirm the exact biodiesel percentage or whether the fuel is renewable diesel meeting D975.
- Ask for a blend suitable for the lowest expected temperature, not merely the average seasonal temperature.
- Check that the supplier has used an appropriate cold-flow improver when needed. An anti-gel or cold-flow additive must be approved for the actual fuel and engine; no additive can guarantee operation below the fuel’s cloud point.
- Plan for filter changes if switching to a solvent-containing biodiesel blend loosens old deposits.
Lifecycle emissions are feedstock- and location-dependent
Tailpipe smoke, regulated pollutants, and lifecycle greenhouse-gas emissions answer different questions. A fuel can change exhaust emissions without having the same lifecycle carbon intensity under every accounting method. Feedstock origin, farming or waste-collection practices, processing energy, transport, coproduct treatment, and indirect land-use assumptions all matter.
| Figure | Scope and qualification |
|---|---|
| About 95 g CO2-equivalent/MJ | Typical petroleum-diesel carbon intensity cited by the DOE/NREL Biodiesel Handling and Use Guide, Sixth Edition, drawing on Xu et al. (2022) |
| About 18 g CO2-equivalent/MJ | Biodiesel made from waste cooking oil in the same DOE/NREL source and cited analysis |
| About 21 g CO2-equivalent/MJ | Soybean-oil biodiesel in that source when indirect land-use change is not included |
| About 30 g CO2-equivalent/MJ | Soybean-oil biodiesel in that source when indirect land-use-change effects are included |
| 67%-77% lower than petroleum diesel | Lifecycle greenhouse-gas estimate for soy B100 in the DOE/NREL guide; it is not a tailpipe measurement and applies to the stated soybean/B100 scope |
| Average 65% reduction in carbon intensity | Renewable diesel compared with petroleum diesel in California Low Carbon Fuel Standard certified carbon intensities; a California program average, not a global result for every pathway |
DOE also reports that biodiesel can reduce soot, particularly in older engines and engines without diesel particulate filters, but the result depends on engine design, calibration, and operation. Separate home-heating and boiler studies cited in the handling guide found soot reductions of up to 60% for B100 and roughly 10% for B20. Those boiler figures should not be presented as on-road vehicle results. DOE says renewable diesel has been found to reduce nitrogen oxides versus petroleum diesel in a cited study, but the AFDC summary does not provide a single reduction percentage that can be generalized to all engines.
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Where renewable diesel is available in the United States
U.S. renewable-diesel production was 3,194 million gallons in 2024, while consumption was 3,671 million gallons, according to EIA Monthly Energy Review Table 10.4b as reproduced by DOE’s AFDC data page. DOE reports that production grew 23% and consumption 28% from 2023 to 2024. These are U.S. 2024 figures; they do not describe global volumes or establish 2025-2026 production.
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- DUAL PHASE CHEMISTRY. Partitions both water and fuel phases for more effective and complete protection against microbes that cause contamination and corrosion. Prevents corrosion of fuel tanks and metal components caused by the acidic by-products of microbial growth.
- EXTENDS FUEL FILTER LIFE. Excessive sludge accumulation, clogged fuel filters and expensive fuel polishing can shut down engines. Proactive use of a biocide prevents biomass accumulation in fuel tanks, extends fuel filter life and inhibits microbial influenced corrosion.
- INCREASES LUBRICITY. As an added benefit, BioborJF has been proven to increase the lubricity properties of jet fuel, providing additional protection and reduced wear to fuel delivery components.
- OEM APPROVED. Proven to restore lubricity levels, exceeding ASTM standards and protecting injectors and pumps from premature wear. (ASTM-D6079 HFRR- engine manufacturer and industry standard testing).
DOE says renewable diesel is used primarily in California because of the state’s Low Carbon Fuel Standard economics and that nearly all domestically produced and imported renewable diesel is used there. That explains the concentration of supply, not a claim that the fuel is unavailable in every other state. Local terminals, distributors, fleet contracts, and retail labeling determine what a driver can actually buy.
Biodiesel travels from production facilities to terminals and wholesalers by truck, rail, or barge. B5 is sometimes transported by pipeline, and distributors commonly deliver B20 or B100 according to retailer preference. For either fuel, the supplier’s current specification and the exact blend are more useful than a national average price or a generic claim that one fuel is always better.
How to choose the right fuel for your situation
For a personal diesel vehicle
- Read the owner’s manual for permitted biodiesel blends and any special service requirements.
- Check the warranty or contact the engine manufacturer if the manual is unclear.
- At the pump, identify whether the product is B5, B20, another biodiesel blend, or renewable diesel meeting ASTM D975.
- For winter use, ask the retailer or distributor for the blend’s cloud-point or cold-weather suitability for your expected temperatures.
- Keep records of the fuel specification if a warranty claim or troubleshooting issue could depend on the blend.
For a fleet manager
- List each engine model, emissions-control system, approved blend range, and operating region.
- Obtain written supplier information for ASTM compliance, biodiesel percentage, renewable-diesel designation, and seasonal cold-flow properties.
- Compare delivered cost and availability at the terminals your fleet actually uses; national production statistics do not guarantee local supply.
- Plan filter inspection and maintenance when introducing a higher biodiesel blend, especially in older tanks or vehicles with accumulated deposits.
- Evaluate lifecycle-carbon claims using the feedstock, geography, program rules, and accounting boundary stated by the supplier or regulator.
For a climate or fuel-policy comparison
Ask four questions before accepting a percentage reduction: What feedstock was used? Which production pathway? Which year and geography? Is the number lifecycle carbon intensity or tailpipe emissions? The California LCFS average for renewable diesel and the soybean or waste-oil biodiesel figures above are not interchangeable measurements.
Common mistakes and fixes
- Mistake: Calling raw cooking oil biodiesel. Use only chemically converted fuel that meets the relevant specification.
- Mistake: Assuming every diesel engine accepts every biodiesel blend. Verify the blend approval and warranty for the exact engine.
- Mistake: Treating B20, B100, and all feedstocks as equivalent. Energy content, cold flow, storage behavior, and emissions results change with blend and feedstock.
- Mistake: Assuming renewable means zero-carbon. Check the lifecycle method, feedstock, location, and indirect land-use assumptions.
- Mistake: Using a California carbon-intensity average as a worldwide result. Keep the LCFS geography and program context attached to the number.
- Mistake: Choosing a winter fuel by name alone. Obtain the supplier’s seasonal cold-flow specification and use an approved additive only when appropriate.
Sources and specifications
Technical definitions, U.S. standards, blend guidance, and compatibility information are documented by the DOE AFDC renewable-diesel guide, DOE AFDC biodiesel fuel basics, and DOE AFDC biodiesel blends guidance. Production and distribution details are in the DOE AFDC biodiesel production and distribution page. The emissions and handling discussion is based on the DOE/NREL Biodiesel Handling and Use Guide, Sixth Edition. U.S. renewable-diesel volume data are available in the AFDC production and consumption table, and the flashpoint and other operating considerations are summarized on the AFDC biodiesel benefits and considerations page.
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