Dangote Refinery has rejected claims that it exported off-specification diesel to Europe, following reports that several European buyers were avoiding shipments from the facility over quality concerns.
A report by Argus Media had indicated that multiple European and Nigerian market sources found the refinery’s diesel unsuitable for winter conditions in northern Europe, citing cloud point failures, higher-than-permitted sulphur levels, and an inability to meet premium German winter standards.
But the company’s spokesman, Anthony Chiejina, dismissed the suggestions as misleading. He stressed that the refinery does not manufacture winter-grade diesel and has never offered such products to European buyers.
“Diesel supplied to Europe has seasonal specifications—winter, summer, spring, and autumn. We do not produce winter diesel; it is not part of our portfolio,” Chiejina said.
Market sources who spoke to Argus said European traders were reluctant to purchase Dangote’s diesel because samples did not meet winter requirements.
A Nigerian source familiar with the refinery’s operations noted that the issue was unrelated to price or arbitrage opportunities.
“Dangote can’t supply winter diesel at present to the colder regions of Europe,” the source told Argus.
One European distillates trader who reviewed a diesel sample dated 16 November said the product recorded a cloud point of +8°C, significantly above Germany’s winter requirement of -7°C. The same sample reportedly showed sulphur content of 36ppm, much higher than the 10ppm European standard, although the specific gravity of 0.8395 was within Dangote’s stated export range.
The cetane number, at 57.5, was above Europe’s minimum requirement of 51.
The trader added that blending the diesel with jet fuel to improve its cold-weather properties was unlikely to succeed.
“Jet is not 10ppm, so there’s a limit on how much of it you can add,” the trader said, noting that the process could further raise the sulphur level.
Another trader told the media platform that using Dangote diesel as blendstock had not been considered due to the difficulty in sourcing sufficiently low-sulphur jet fuel.
They suggested that if cold filter plugging point (CFPP) were the only challenge, Dangote would have been exporting regularly, as CFPP issues can typically be addressed with additives. Dangote’s export specification does not list CFPP, and no CFPP measurement was provided for the sample reviewed.
With Europe reducing interest in the refinery’s output, West Africa has become the primary destination for Dangote’s diesel and gasoil shipments.
According to Kpler data, Nigeria has taken around 25,000 b/d, followed by Ghana with 14,000 b/d and Togo with 7,000 b/d. The region accounts for 97 per cent of the refinery’s total seaborne diesel and gasoil exports this year.
Even within Nigeria, some industrial buyers remain cautious. According to traders, buyers prefer diesel with a specific gravity of 0.8400 and above because it burns more slowly. Dangote diesel typically ranges from 0.8300 or lower, meaning sellers occasionally require additional effort to close sales.
Dangote’s specification documents show a domestic diesel gravity target of 0.8200–0.8700, and 0.8300–0.8600 for exports. The sample reviewed by Argus registered a gravity of 0.8386.
The refinery, which began operations late last year, announced plans to ramp up its capacity to 1.4 million b/d by 2028. At that stage, Dangote says it will begin producing winter-grade diesel and upgrade its fuels to Euro VI standards, aligning fully with the highest global benchmarks.
