Can normal cars run on synthetic fuel?

Yes—most modern “normal” cars can run on synthetic drop-in fuels that meet the same standards as conventional gasoline or diesel, without modification. In practice, full compatibility depends on the exact type of synthetic fuel, whether it meets recognized fuel specifications (such as EN 228/ASTM D4814 for gasoline and EN 590/ASTM D975 for diesel), and what your vehicle manufacturer permits. Availability and price are the main hurdles in 2025, not engine technology.

What counts as synthetic fuel?

“Synthetic fuel” generally refers to liquid fuels manufactured from feedstocks other than crude oil—often using captured CO2, biomass, hydrogen, or natural gas. Some are chemically identical to fossil fuels and can be used directly (“drop-in”), while others require blending limits or special vehicle adaptations.

• Drop-in synthetic hydrocarbons (e-fuels): Gasoline, diesel, or kerosene made via power-to-liquid routes (e.g., Fischer–Tropsch synthesis using green hydrogen and captured CO2). When formulated to the right specs, they behave like conventional fuels.
• Hydrotreated vegetable oil (HVO)/paraffinic diesel: A renewable, synthetic-like diesel (EN 15940) compatible with many modern diesel engines when the manufacturer approves; often labeled as XTL at EU pumps.
• Gas-to-liquids (GTL): Synthetic diesel from natural gas; similar to HVO in properties (very low sulfur/aromatics), generally used where permitted under EN 15940 or OEM approval.
• Oxygenated synthetics: E‑methanol, e‑ethanol, or other alcohols/ethers. These are not universal drop-ins; they require blending (e.g., ethanol in E10) or flex-fuel capability (E85) and are not suitable neat for standard gasoline cars.
• Synthetic LPG/SNG: Synthetic versions of propane or methane; relevant for vehicles designed to run on LPG/CNG, not for standard gasoline cars.

In short, “drop-in” synthetic hydrocarbons can be used like regular fuel, whereas oxygenated synthetics have stricter blending limits unless the vehicle is built for them.

Compatibility with “normal” cars

If a synthetic fuel meets the same standard as what your car is designed for, it’s typically compatible. For gasoline, that’s EN 228 (Europe) or ASTM D4814 (U.S.), usually sold as E5/E10. For diesel, that’s EN 590 (EU) or ASTM D975 (U.S.). Paraffinic diesels follow EN 15940 and require manufacturer approval in many passenger cars.

• Gasoline cars: Fully drop-in e‑gasoline blended/formulated to EN 228/ASTM D4814 will run in standard gasoline cars without modification. Alcohol-heavy synthetics (e.g., e‑methanol) are not suitable unless specified by the manufacturer; ethanol is generally fine up to E10, with E15 allowed for many 2001+ U.S. vehicles but not always covered by automaker warranties.
• Diesel cars: E‑diesel or GTL/HVO that meets EN 590 acts as normal diesel. Pure paraffinic diesel (EN 15940, labeled XTL in the EU) can be used in many newer vehicles if the OEM explicitly approves it; check your manual or OEM list.
• Emissions systems: Synthetic drop-ins are typically ultra-low sulfur and low in aromatics, which is good for catalytic converters, diesel particulate filters, and SCR systems. Some paraffinic diesels need lubricity additives (suppliers typically include these to meet standards).
• Older/classic cars: Most will run on drop-in synthetic hydrocarbons, but very low aromatic content can, in rare cases, affect seal swell in fuel systems designed around older fuel chemistries. Monitor for seepage after switching, and use approved hoses/seals if needed.

As a rule, if the pump label and spec match your car’s requirements—and your manufacturer doesn’t prohibit it—synthetic drop-ins are fine. Off-spec fuels or high-alcohol blends are the typical exceptions.

Practical considerations in 2025

The limiting factor today isn’t whether cars can use synthetic fuel—it’s whether drivers can find it at a reasonable price. Pilot plants are scaling, but retail availability remains sparse outside specific fleets, trials, or motorsports suppliers.

• Availability: Public pumps offering e-fuels are still rare. Most production is going to aviation (sustainable aviation fuel) or demonstration programs. Some European stations sell HVO/XTL diesel; fully synthetic gasoline is mostly limited to pilots and racing.
• Price: Early-stage e-fuels remain significantly more expensive than fossil fuels. Retail-equivalent prices can be several times higher, though costs are expected to fall as plants scale and renewable power gets cheaper.
• Standards/labels: In the EU, look for E5/E10 for petrol; B7/B10 (FAME blends) and XTL (paraffinic diesel/EN 15940) for diesel. In the U.S., look for standard gasoline grades (which may contain ethanol) and diesel labels; drop-in synthetics will usually be indistinguishable if they meet ASTM specs.
• Warranty/approvals: Using fuels that meet the required standard generally preserves warranties. For EN 15940 paraffinic diesel, check OEM approval lists; many European makes approve specific models/years.
• Cold weather and storage: High-cetane paraffinic diesels often have good cold-flow but may need seasonally adjusted blends; gasoline volatility must meet seasonal specs. As with any fuel, use supplier-grade product with proper antioxidants and keep to normal storage practices.

For everyday drivers, the practical path today is using standard-spec fuels that happen to be synthetic or partially synthetic; specialized blends may require OEM sign-off.

How to check your car’s compatibility

A few quick checks can confirm whether a given synthetic fuel is appropriate for your vehicle.

1. Read the owner’s manual: Note approved fuel standards (e.g., EN 228, EN 590, ASTM D4814, ASTM D975) and any mention of EN 15940/XTL for diesel.
2. Check the fuel cap and pump label: Match the pump labeling (E5/E10/E15, B7/B10, XTL) to what your car allows.
3. Look up OEM approvals: Many automakers publish lists of models approved for paraffinic diesel (EN 15940). If not listed, stick to EN 590 diesel.
4. Avoid non-approved high-alcohol fuels: Unless flex-fuel, don’t use E85; methanol blends are generally not permitted in standard road cars.
5. Start conservatively: If trying a new-to-you synthetic drop-in, begin with partial fill and monitor drivability and any leaks (especially on older vehicles).
6. Keep receipts/spec sheets: Documentation helps with warranty questions and diagnosing any issues.

These steps minimize risk and keep you aligned with manufacturer guidance and local fuel standards.

Environmental and performance impacts

Synthetic drop-in fuels can cut lifecycle CO2 substantially when made with renewable electricity and sustainably sourced carbon, while delivering comparable or even improved engine performance. Tailpipe pollutants remain, since combustion is involved.

• Lifecycle CO2: Potentially much lower than fossil fuel if hydrogen is green and CO2 is from direct air capture or biogenic sources; benefits shrink if fossil inputs or high-carbon electricity are used.
• Air quality: Very low sulfur and aromatics can reduce particulate matter and certain toxics; NOx remains and is controlled by modern aftertreatment.
• Performance: E‑gasoline can be formulated with high octane for better knock resistance; paraffinic diesels have high cetane for smoother combustion and sometimes quieter operation.
• Economy: Energy density of drop-in hydrocarbons is similar to conventional fuel; oxygenated blends (e.g., high alcohol) can reduce miles per gallon unless engines are optimized.

While not zero-emission, synthetic fuels can materially lower net CO2 in hard-to-electrify uses and keep legacy vehicles running with a smaller carbon footprint.

Outlook and policy signals

Policy is nudging supply but prioritizes aviation and industry. The EU has created a pathway for registering new internal-combustion cars running exclusively on climate-neutral e-fuels after 2035, though technical rules and enforcement mechanisms are still being refined. The ReFuelEU Aviation law mandates rising shares of sustainable aviation fuel—including a dedicated “e‑SAF” sub-target—steering early e-fuel volumes to airlines. Motorsports (e.g., Formula 1 from 2026) are adopting 100% sustainable drop-in fuels, showcasing technical viability. For road drivers, wider availability will depend on rapid scaling of electrolyzers, CO2 capture, and synthesis plants over the next several years.

Bottom line

Normal cars can run on synthetic fuel when the fuel is a proper drop-in that meets the same standards as regular gasoline or diesel. Today, the main constraints are supply, price, and manufacturer approvals for certain diesel types—not engine compatibility. If the pump label and specification match what your car is designed for, you can generally use it with no modification.

Summary: Most gasoline and diesel cars can use synthetic drop-in fuels meeting EN/ASTM standards without changes. Oxygenated synthetics (like methanol) are not universal drop-ins. Check your manual, pump labels, and OEM approvals—then availability and cost will be your biggest considerations.

What are the disadvantages of synthetic fuel?

Disadvantages of synthetic fuel include high production cost and low energy efficiency, requiring significantly more electricity than batteries for the same range. The technology has limited scalability and availability compared to established fossil fuels, and the complex manufacturing process has an underdeveloped infrastructure. Furthermore, while some synthetic fuels can be carbon-neutral, they still release harmful emissions like CO2, NOx, and SOx** when burned, comparable to conventional fuels. 
High Cost and Inefficiency 

• Energy Intensive: Opens in new tabConverting renewable electricity and captured carbon dioxide into synthetic fuel is an energy-intensive process that results in significant energy losses. 
• Lower Efficiency: Opens in new tabSynthetic fuels are less energy efficient than batteries, meaning they require about four times more electricity to provide the same energy output for a vehicle as an electric vehicle (EV). 
• Expensive to Produce: Opens in new tabThe manufacturing process is complex and costly, making synthetic fuel significantly more expensive to produce than traditional fuels, currently limiting its economic feasibility for most consumers. 

Limited Scale and Infrastructure 

• Low Availability: The production of synthetic fuels is still in its infancy, with current supply far outstripped by demand, leading to limited availability. 
• Underdeveloped Infrastructure: The necessary manufacturing facilities and infrastructure for large-scale synthetic fuel production and distribution are still largely underdeveloped. 

Environmental Concerns

• Harmful Emissions: When burned in combustion engines, synthetic fuels still release harmful gases such as carbon dioxide (CO2), sulfur oxides (SOx), and nitrogen oxides (NOx), similar to conventional fuels. 
• Resource Strain: The production of synthetic fuels requires significant amounts of energy and critical minerals, potentially leading to concerns about resource depletion and geopolitical instability associated with their extraction. 
• Competition with EVs: The energy inefficiency and high demand for electricity place synthetic fuels in competition with battery electric vehicles (EVs). 

Competition with Alternatives 

• Battery Electric Vehicles (BEVs): Opens in new tabEVs are more energy-efficient and offer a cleaner alternative for personal transportation, making it challenging for synthetic fuels to compete, particularly for passenger cars.
• Existing Infrastructure: Opens in new tabElectric vehicles are rapidly being integrated into existing infrastructure, a stark contrast to the nascent state of synthetic fuel technology.

Can my car run on synthetic fuel?

The result is a liquid fuel that has all of the properties of its natural equivalent, which produces only around 15% of the emissions. In theory, any vehicles that run on petrol or diesel could also work perfectly on the synthetic alternative.

How much is a gallon of synthetic gasoline cost?

Finally, there’s the issue of cost. As late as 2020, Porsche CEO Oliver Blume estimated the cost of its synthetic fuels at about $37 per gallon. More recent estimates have brought the cost down as low as $5-$12 per gallon.

Why don’t we use synthetic gasoline?

The problem with synthetic fuels is that they have to be made compared to fossil fuels which can be found in the ground. And that production process is very energy intensive. For example, around 65% to 50% of energy is lost in the production process of methanol and ammonia (production efficiency).