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1Scan for outdated or missing drivers - takes under a minute2Clear out junk files and repair common Windows errors3Fix the driver behind crashes, sound loss and screen glitchesNo. Biodiesel and renewable diesel are different fuels. They can start with the same vegetable oils, animal fats, used cooking oil, or other greases, but the conversion process creates different chemistry. Biodiesel is a mono-alkyl ester (usually a fatty acid methyl ester, or FAME); renewable diesel is a hydrocarbon, most often made by hydrotreating. That difference determines which fuel specification applies, how a diesel engine can use the fuel, how it behaves in cold weather, and what a lifecycle-emissions claim actually means.
For a U.S. vehicle owner, the practical rule is simple: renewable diesel that meets ASTM D975 is generally treated like petroleum diesel, while biodiesel is sold as B5, B20, B100, or another blend governed by separate standards and your engine maker’s approval. The right choice depends on the exact fuel, vehicle, temperatures, supplier, and intended use—not on the word “renewable” alone.
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What is the difference between biodiesel and renewable diesel?
The fuels are distinguished by chemistry and production, not necessarily by the raw material used to make them.
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Fix the driver behind crashes, sound loss and screen glitchesFind Drivers →Clear out junk files and repair common Windows errorsFree Scan →Biodiesel is an ester made by transesterification
Biodiesel is a mono-alkyl ester. When methanol is the alcohol used, the resulting fuel is usually called fatty acid methyl ester (FAME). Producers react oils or fats with a short-chain alcohol in the presence of a catalyst, then separate the ester fuel from glycerin and other by-products. The U.S. Department of Energy’s illustrative mass balance is about 100 pounds of oil or fat plus 10 pounds of alcohol producing approximately 100 pounds of biodiesel and 10 pounds of glycerin; real plants use different feedstocks, catalysts, and operating conditions. Common catalysts include sodium or potassium methoxide. See the DOE Biodiesel Fuel Basics and the DOE/NREL Biodiesel Handling and Use Guide, Sixth Edition.
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Do not use the terms biodiesel and vegetable oil interchangeably. Unprocessed plant oil, animal fat, or recycled grease is too viscous for normal vehicle fuel systems. DOE warns that straight, unconverted oils can cause deposits, piston-ring sticking, lubricant gelling, and other maintenance problems. The chemical conversion—and compliance with the relevant fuel specification—is what makes a product biodiesel.
Renewable diesel is a hydrocarbon made by hydrotreating or other pathways
Renewable diesel is chemically closer to petroleum diesel because it is a hydrocarbon rather than an ester. Commercial facilities described by DOE most often hydrotreat fats, oils, and greases with hydrogen at elevated temperature and pressure over a catalyst. Other possible routes include gasification, pyrolysis, and biochemical or thermochemical processing. The resulting hydrocarbon can be refined to meet the U.S. petroleum-diesel specification, ASTM D975. DOE describes the distinction directly: “Renewable diesel and biodiesel are not the same fuel.” Read the DOE Renewable Diesel overview.
In Europe, the standards context is different. DOE notes that renewable diesel does not meet EN 590’s minimum-density requirement, but it does meet EN 15940 for paraffinic diesel fuels. A fuel approved in one regulatory system should not be assumed to satisfy another system’s specification.
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Which feedstocks can each fuel use?
There is substantial overlap in inputs. Biodiesel producers use soybean and other vegetable oils, yellow grease, used cooking oil, animal fats, and other recycled fats and greases. Renewable-diesel plants also use fats, oils, and greases; DOE identifies used cooking oil and inedible animal fats as primary U.S. feedstocks on its data page. Newer oilseed crops being commercialized include camelina, Brassica carinata, and CoverCress.
Renewable-diesel technology can extend beyond lipid feedstocks in principle. DOE identifies sugar upgrading, gasification, pyrolysis, and hydrothermal routes, although the current commercial facilities described on its AFDC page predominantly use hydrotreating of lipid materials. Thus, a shared feedstock does not make the finished fuels interchangeable.
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Feedstock competition can affect supply and environmental results. The same used cooking oil, for example, may be sought by biodiesel and renewable-diesel producers. Whether that creates a shortage, changes prices, or shifts land-use impacts depends on the region, the specific feedstock, and the accounting method. A generic claim that one fuel is always more sustainable cannot be supported without those details.
How the U.S. standards and labels differ
For U.S. buyers, the specification on the delivery document or pump is more useful than a marketing label. The principal distinctions are:
| Characteristic | Biodiesel | Renewable diesel |
|---|---|---|
| Chemistry | Mono-alkyl ester; commonly FAME when methanol is used | Hydrocarbon |
| Typical production | Transesterification of oils or fats with alcohol and a catalyst | Hydrotreating or hydroprocessing; other pathways include gasification and pyrolysis |
| U.S. neat-fuel specification | B100 blendstock meets ASTM D6751 | Fuel meeting ASTM D975, the petroleum-diesel specification |
| Common vehicle blends | B5, B20, and other blends; the number is the biodiesel percentage by volume | Can be used as a replacement fuel or blended with petroleum diesel in any amount, subject to applicable fuel and OEM guidance |
| Blend specification | B6–B20 is covered by ASTM D7467 | Not a separate biodiesel-blend standard; the finished fuel must meet the applicable D975 requirements |
| Compatibility decision | Blend level, exact engine, warranty, and fuel quality all matter | DOE describes D975-compliant fuel as compatible with existing diesel infrastructure and engines |
| Cold-weather behavior | Varies with blend, feedstock, and petroleum diesel; lower percentages generally perform better in cold conditions | Can be produced to meet a range of cloud-point requirements |
ASTM standards are revised over time. Check that the supplier is delivering fuel that meets the current standard, rather than relying on an old label or an informal description. The full ASTM documents are paywalled; for a vehicle-specific decision, use the owner’s manual, warranty, engine manufacturer, and supplier documentation together.
Can you use renewable diesel in a diesel engine?
In the United States, renewable diesel that meets ASTM D975 is generally a replacement fuel: it can be used in a diesel engine or blended with petroleum diesel without the special blend-level limitations associated with biodiesel. It is designed to move through conventional diesel infrastructure, although local fuel availability and the engine maker’s instructions still control.
That statement applies to qualifying fuel, not to every product described as “renewable.” Ask the supplier for the specification and, when buying for a fleet, retain the batch or delivery documentation. Do not substitute biodiesel, raw vegetable oil, or an unverified alternative fuel simply because it is advertised as low-carbon.
Can you use B20 or B5 in a diesel vehicle?
B5
B5 contains up to 5% biodiesel and is often treated much like conventional diesel. DOE says B5 typically performs about like No. 2 diesel in cold weather, although actual performance still depends on the feedstock and the petroleum portion. Verify the pump label and the vehicle manual, especially for older equipment or engines with unusual fuel-system requirements.
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B20
B20 contains 20% biodiesel and 80% petroleum diesel. DOE calls it a common compromise among cost, cold-weather performance, and compatibility. Many original-equipment manufacturers approve B20, and current engines can generally use B20 and lower blends without modification. “Generally” is not a warranty: check the exact model-year manual and warranty before filling a personal vehicle or putting a fleet on B20.
B20 has 1%–2% less energy per gallon than petroleum diesel, according to the DOE Biodiesel Blends guidance. Many users report no noticeable change in performance or fuel economy, but a small difference is possible because the blend contains less energy by volume.
B100
B100 is biodiesel without petroleum diesel. In the United States it is a blendstock under ASTM D6751, not a universal drop-in fuel for every diesel engine. It has lower energy per gallon than petroleum diesel, and higher biodiesel percentages bring greater cold-weather, storage, filter, and warranty considerations. Its solvent action can loosen accumulated deposits in a fuel system and initially clog filters, so a fleet converting to a high blend should plan inspection and filter service with its equipment provider.
Use only the blend your engine maker permits. A statement that “diesel engines can run biodiesel” is incomplete unless it names the blend level and the applicable approval.
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Energy content
Because biodiesel has lower volumetric energy content than petroleum diesel, the effect grows as the biodiesel percentage rises. The documented B20 range is 1%–2% less energy per gallon; the percentage for B100 varies with the fuel and is not a single universal number. Renewable diesel is a hydrocarbon meeting D975, so a user should evaluate it as the specified diesel fuel supplied, not assume that every renewable pathway has identical energy properties.
Lubricity and cetane
Biodiesel can improve lubricity and raise cetane. DOE’s benefits guidance says 2% biodiesel is almost always sufficient for adequate lubricity, while noting that the needed amount depends on the properties of the petroleum diesel. This is not a recommendation to add biodiesel yourself. Buy fuel that meets the required specification and follow the engine maker’s instructions.
Flash point
The DOE Biodiesel Benefits and Considerations page lists biodiesel’s flash point as above 130°C, compared with about 52°C for petroleum diesel. A higher flash point can be relevant to handling and storage safety, but it does not remove the need for normal diesel-fuel precautions.
Which fuel is better in cold weather?
There is no single answer for every biodiesel batch or renewable-diesel product. Biodiesel’s cold-flow behavior changes with the blend percentage and feedstock. Higher biodiesel percentages generally crystallize at warmer temperatures than lower blends, while the petroleum diesel’s own properties also matter. Suppliers may add cold-flow improvers to reduce crystallization.
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A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 11Renewable diesel can be produced to meet a range of cloud-point requirements. That flexibility can be useful for winter fleets, but the delivered fuel still has a specific cloud point and operating specification.
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For the best cold-weather performance, DOE advises users to work with the fuel provider to ensure the blend is appropriate. Before a cold-weather fill:
- Ask the supplier for the exact biodiesel percentage or renewable-diesel specification.
- Request the expected cloud point and the temperature range for which the fuel is intended.
- Confirm whether the terminal or supplier has already treated the fuel with a suitable cold-flow improver.
- Use only an additive category intended for the actual diesel fuel and engine; an anti-gel product cannot guarantee operation below the fuel’s cloud point.
- Check filters and maintenance procedures when moving to a higher biodiesel blend, particularly if the vehicle has long used petroleum diesel.
Lifecycle emissions: why the label does not decide the winner
Tailpipe emissions and lifecycle greenhouse-gas emissions are different measurements. A lifecycle result can include feedstock production, collection, transport, processing, distribution, and land-use assumptions. The same fuel name can therefore have different carbon-intensity results in different regions or supply chains.
| Fuel or pathway | Reported figure | Scope and qualification |
|---|---|---|
| Petroleum diesel | About 95 g CO₂-equivalent per megajoule | Typical carbon intensity cited by the DOE/NREL Biodiesel Handling and Use Guide, Sixth Edition, drawing on Xu et al. (2022) |
| Biodiesel from waste cooking oil | About 18 g CO₂-equivalent/MJ | Lifecycle estimate cited by the same DOE/NREL guide; feedstock-specific |
| Biodiesel from soybean oil | About 21 g CO₂-equivalent/MJ | Lifecycle estimate without the cited indirect-land-use-change addition |
| Soybean biodiesel including indirect land-use change | About 30 g CO₂-equivalent/MJ | Same source and methodology, with the additional land-use effect included |
| Soy B100 | 67%–77% lower lifecycle greenhouse-gas emissions than petroleum diesel | Estimate for soybean B100; lifecycle result, not a tailpipe measurement |
| Renewable diesel in California | Average 65% lower carbon intensity than petroleum diesel | California Low Carbon Fuel Standard certified carbon intensities; not a global average or a result for every renewable-diesel pathway |
The biodiesel figures and the Soy B100 percentage come from the DOE/NREL Biodiesel Handling and Use Guide, Sixth Edition. The renewable-diesel figure is reported on the DOE Renewable Diesel page in the California LCFS context. These numbers cannot be combined into a universal ranking: they use different feedstocks, programs, boundaries, and geographic assumptions.
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Where is renewable diesel available in the United States?
U.S. renewable-diesel use is concentrated in California, where the Low Carbon Fuel Standard creates economic value for lower-carbon fuels. DOE says nearly all domestically produced and imported renewable diesel is used in California. That is market context, not proof that the fuel is unavailable elsewhere; distributors and fleets in other states may have access to it, but availability is local and changes over time.
The DOE renewable-diesel production and consumption data, based on U.S. Energy Information Administration Monthly Energy Review Table 10.4b and updated in February 2026, report U.S. domestic production of 3,194 million gallons in 2024 and consumption of 3,671 million gallons. DOE reports that production grew 23% and consumption grew 28% from 2023 to 2024. These are 2024 U.S. figures; they do not describe global markets or 2025–2026 volumes.
Biodiesel typically moves from production plants to terminals and wholesalers by truck, train, or barge. B5 is sometimes transported by pipeline, and distributors commonly deliver B20 or B100 according to retailer or fleet preference. Ask a local supplier what is actually available rather than assuming a national average applies to your location.
How to choose the fuel for your situation
If you own one diesel vehicle
- Read the owner’s manual for approved biodiesel blends and any temperature restrictions.
- Check the warranty language for your exact model year; an approval for B5 does not automatically approve B20 or B100.
- At the pump, identify whether the fuel is petroleum diesel, a biodiesel blend such as B5 or B20, or renewable diesel meeting ASTM D975.
- For winter operation, ask the supplier about the blend’s cloud point and suitability for the temperatures you expect.
- Do not use straight vegetable oil, unconverted grease, or an unlabeled fuel.
If you manage a fleet
- List each engine model, warranty requirement, emissions-control system, and approved blend range.
- Obtain written fuel specifications, delivery records, and seasonal cloud-point information from candidate suppliers.
- Compare delivered cost, local availability, energy content, maintenance implications, and expected operating temperatures—not just the advertised carbon label.
- Plan a filter-inspection and service procedure when introducing B20, B100, or a different supplier’s fuel.
- Track fuel use and operating results by vehicle and blend so that a decision is based on your fleet’s conditions rather than a generic claim.
If you are comparing climate impacts
- Identify the feedstock: waste oil, animal fat, soybean oil, or another source.
- Ask whether the number is a lifecycle carbon intensity, a percentage reduction, or a tailpipe measurement.
- Check the geography and program, such as California’s LCFS, and the year of the analysis.
- Look for treatment of indirect land-use change and coproduct allocation.
- Compare like-for-like boundaries before concluding that one fuel has a lower impact.
Common mistakes to avoid
- Calling straight vegetable oil biodiesel: the oil has not undergone the chemical conversion required for biodiesel.
- Assuming “renewable” means any diesel engine can use any blend: D975-compliant renewable diesel and biodiesel blends have different approval rules.
- Treating B20, B100, and every biodiesel feedstock as equivalent: energy content, cold flow, storage behavior, and warranty implications change with the blend and fuel.
- Using a California carbon-intensity average as a worldwide result: the 65% renewable-diesel figure belongs to California LCFS certified intensities.
- Equating tailpipe soot or nitrogen oxides with lifecycle greenhouse gases: they measure different parts of the fuel and engine system.
- Relying on an old specification: confirm the current ASTM requirement with the supplier and consult the engine maker.
The Bottom Line
Biodiesel is an ester made by transesterification; renewable diesel is a hydrocarbon made most often by hydrotreating. Shared feedstocks do not make them the same fuel. In the United States, D975-compliant renewable diesel is generally a replacement fuel, while B5, B20, B100, and other biodiesel blends require attention to ASTM blend standards, cold-weather properties, and vehicle approval. Choose by specification, blend, feedstock, temperature, warranty, and local supply—not by the word “renewable” alone.
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