Found a link comparing -- ethanol to gasoline relationship. Includes E-85, compression ratio, mpg, emissions, supercharger....
Also a through "Properties of Fuels" including: gasoline, diesel fuel, methanol, ethanol, MTBE, propane, CNG, hydrogen. http://www.e85fuel.com/information/fuelproperties.htm If your interested in Chevron Texaco RFG (reformulated gasolines), ethanol & H2O. Chapter 4 OXYGENATED GASOLINE http://www.chevron.com/prodserv/fuels/bulletin/motorgas/ch4.shtml "Efficiency Improvements Associated with Ethanol-Fueled Spark-Ignition Engines" http://www.swri.org/4org/d03/engres/spkeng/sprkign/pbeffimp.htm Reference: 03-1438 Client: U.S. Department of Energy National Renewable Energy Laboratory Duration: Sixteen Months Objective: Evaluate how ethanol may be used for improved efficiency of spark-ignition engines while maintaining very low emissions and to demonstrate some of those improvements on the DOE/NREL/SwRI Ultra-Low Emissions Vehicle (ULEV), a modified 1993 Ford Taurus with a 3.0-liter V-6 engine. Approach: Computer simulations were used to estimate brake thermal efficiencies and fuel efficiencies of various engine concepts. Because of the very high octane number of ethanol (>100), high compression ratios are possible, increasing thermal efficiency significantly. A number of modifications were made to the engine and vehicle to first reduce emissions to ULEV levels and to improve the efficiency. These changes include the following: The OEM engine/vehicle control system was replaced with an SwRI Rapid Prototyping Electronic Control System (RPECS) to allow complete flexibility in changing engine and aftertreatment hardware and control strategies. The compression ratio was increased from 9.3:1 to 12.0:1 to take advantage of the high octane number of E-85 (85% denatured ethanol/15% gasoline), increasing efficiency about 8% compared with the baseline engine. Close-coupled catalysts were added in addition to the OEM main catalysts. A new catalyst light-off system, fast-light off port combustion, was added to the vehicle. Air-assist injectors designed at SwRI were used to provide fine spray atomization for improved cold-start and better emissions. Accomplishments: The 1993 Ford Taurus demonstrator vehicle met ULEV emissions over the U.S. FTP-75 urban cycle with efficiency equal to OEM vehicle: OEM Vehicle1, Modified Vehicle 1, ULEV Standard 2 CO (g/mi) 1.55 0.30 1.70 NOx (g/mi) 0.13 0.03 0.020 NMOG 3 (g/mi) 0.147 0.015 0.040 Mileage 4 (mpg) 20.46 20.84 ÷ 1 Measured at about 4,000 miles 2 At 50,000 miles 3 Estimated based on reactivity factor of 0.67 4 Gasoline equivalent mileage based on BTU content Current modifications are being made to further improve the efficiency, including tests at the new 12.0:1 compression ratio, cutting off one of the air-assist pumps after the warm-up period, and advancing the ignition timing. Computer modeling has shown three other engine technologies that look particularly attractive for high-efficiency, low-emissions, ethanol-fueled, spark-ignition engines: Direct-injected, lean-burn/stoichiometric engine. Because the heat of vaporization of ethanol is 2.4 times that of gasoline and the octane number is in excess of 100, compression ratios of about 15:1 are possible with direct-injection, giving optimized efficiency for a spark-ignition engine. Lean-burn combustion is used for high efficiency, and stoichiometric combustion for high power. Direct-injected, high-EGR, stoichiometric engine. Using excess EGR instead of excess air allows a "lean-burn" engine to be operated at a stoichiometric air/fuel ratio, permitting the use of 3-way catalysts to give low NOx emissions, a technology that is not possible under lean-burn conditions. Small-displacement, supercharged engine. Most light-duty engines are operated at road-load powers of 10 hp or so for most of their operating time, with relatively poor efficiencies because of the very high throttling losses. Reducing the engine displacement allows an engine to be operated at the same power with reduced throttling losses, while the addition of a supercharger allows recovery of power equivalent to the larger displacement, naturally aspirated engine. Ethanol, with its very high octane number (>100), permits the use of a supercharger without reducing the compression ratio, while a gasoline fueled engine would exhibit knock under the same conditions. For further information, please contact Lee Dodge Related Publications: SAE Paper 970531, "Model-Based Control and Cylinder-Event-Based Logic for an Ultra-Low Emissions Vehicle," by D.M. Leone, L.G. Dodge, K.R. Shouse, J. Grogan, and R.W. Weeks, 1997. SAE Paper 981358, "Development of an Ethanol-Fueled Ultra-Low Emissions Vehicle," L.G. Dodge, K. Shouse, J. Grogan, D.M. Leone, K.A. Whitney, and P.M. Merritt., 1998. Southwest Research Institute Final Report, "Development of a Dedicated Ethanol Ultra-Low Emissions Vehicle," Lee G. Dodge, Timothy J. Callahan, Joseph Grogan, Douglas M. Leone, David W. Naegeli, Kenneth R. Shouse, Robert H. Thring, Kevin A. Whitney, January, 1998. Engine Research Department Engine & Vehicle Research Division SwRI Home Southwest Research Instituteú (SwRIú) is an independent, nonprofit, applied engineering and physical sciences research and development organization with 11 technical divisions using multidisciplinary approaches to problem solving. The Institute occupies 1,200 acres and provides nearly two million square feet of laboratories, test facilities, workshops, and offices for more than 2,700 employees who perform contract work for industry and government clients. > steve spence wrote: > > > > Gasoline is ~118,000 BTU/gallon > > Diesel is ~135,000 BTU/gallon > > Ethanol is ~80,000 BTU/gallon > > BioDiesel is ~117,000 BTU/gallon > > > > this, btw, is very interesting. take the time to go through it all. > > > > http://www.tc.gc.ca/envaffairs/climate/doc_converti/Etoh/ETOH-FNL-RPTAug30-1999.htm > > > > http://www.eap.mcgill.ca/magrack/SF/Winter%2091%20M.htm > > > > http://www.afdc.nrel.gov/questions.html > MH wrote: > > Thank you Steve! Have not read through entirely but question > energy value that does not, I think, consider Internal Combustion (IC) > engine compression ratio (CR) and ethanol OH, octane boost. > > For example (e.g.): > http://www.eap.mcgill.ca/magrack/SF/Winter%2091%20M.htm > "The energy value of a gallon of ethanol varies from > 75,700 BTU 84,000 BTU depending on burning temperature. > We will use a figure of 80,000 BTU as this is the > energy value of ethanol burning at 25 degrees C." > > If eye remember correctly 100% ethanol optimally utilizes about 12:1 CR. > As the ethanol to gasoline ratio increases ideally so should CR. > With increased compression also temperature. I don't have a link at this > time but what I understand is ethanol to gasoline relationship begins > to balance or equalize efficiency (mpg) when engine/fuel specific CR is > observed. > The OH provides a measurable increase in complete combustion magnified by > CR (ideally) suitable for ethanol octane rating. > > I believe I read this as well in the The Mother Earth News (TMEN) article > about their ethanol pick up truck conversion or Steve or Keith's site > on ethanol production. > > What I've observed with my GeMe is increased mpg with E-10/gasohol more then > not. > The station pumps reads: gasoline 87 octane, E-10/gasohol 89 octane. > > Again thank you Steve for the links and will read further. ------------------------ Yahoo! Groups Sponsor ---------------------~--> Buy Stock for $4 and no minimums. 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