The focus is on verifying which fuel actually ends up in the tank. To do this, BMW cross-references refuelling data from the vehicle with the fleet operators’ payment data and, for part of the fleet, additionally with fuel station data from Bosch’s “Digital Fuel Twin”. According to the company, this required neither modifications to the vehicles nor new infrastructure at the fuel stations.

In more than 80 percent of refuelling events, HVO was verifiably dispensed. The announcement does not specify whether this was consistently unblended HVO100 or which fuel was used in the remaining cases.

The trial therefore demonstrates that fuel use can be documented, but not yet that the fleet runs exclusively on HVO. The interim results do not include a CO₂ measurement of the vehicles (full life cycle). BMW nevertheless considers the results proof of the technical feasibility of a “VEEF” vehicle category (Vehicles Exclusively running on Eligible Fuels). Manufacturers and the German Association of the Automotive Industry (VDA) are calling for such vehicles to be taken into account in the planned revision of the EU CO₂ fleet regulation.

In parallel, BMW, Toyota Motor Europe, Repsol and Bosch have been testing the exclusive use of Repsol’s “Nexa 95” fuel with around 20 petrol vehicles from BMW, MINI and Toyota in the Greater Madrid area since July 2026. Whether VEEF vehicles will count towards CO₂ fleet targets in future will be decided at EU level.

Source: BMW Group, netz-trends.de

Image: Pablo Martinez – Unsplash

Der Beitrag 235,000 Litres of HVO in Twelve Months: BMW Reports Interim Results from Its Test Fleet erschien zuerst auf eFUEL-TODAY.

At the heart of the project is the conversion of the Hydrocracker unit (HDC2) to Ecofining technology, alongside the construction of a pre-treatment unit for waste- and residue-based feedstocks. The EIB lists used cooking oil, animal fats, and residues from the agri-food industry among the feedstock base—exactly the kind of material streams that are essential for credible and traceable biofuel supply chains.

Production is planned to start from 2028. Sannazzaro is expected to produce HVO diesel and SAF (“biojet”) with a capacity of around 550,000 tonnes per year. The project leverages existing infrastructure and utilities on site and complements conventional fuel production with dedicated biofuel capacity.

Why this matters strategically for Italy: beyond climate impact, the EIB explicitly highlights energy security and the role of expanding European biofuel capacity in the context of REPowerEU. At the same time, the move fits into Eni/Enilive’s strategy to significantly increase biofuel capacity by 2030, including SAF capacity.

eFUEL-TODAY perspective: for the existing vehicle fleet, HVO is a direct lever (drop-in, where approved), while SAF is currently the central available decarbonisation pathway for aviation. The Sannazzaro conversion is therefore a strong, industrial-policy relevant signal: Italy is actively building value creation and supply security for renewable molecules.

Source: www.eib.org

Image: © EIB

Der Beitrag EIB and Eni finance a new biorefinery in Sannazzaro: €500 million for HVO and SAF from 2028 erschien zuerst auf eFUEL-TODAY.