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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Correlation of Particulate Matter Species on Gasoline Direct Injection (GDI) Vehicle with Ethanol Blended Gasoline: Real Drive Emissions based Portable Emission Measurement System</title>
      <link>https://trid.trb.org/View/2663550</link>
      <description><![CDATA[On the way to net zero emissions and to cut the oil import bills, NITI Aayog, Government of India and Ministry of Petroleum & Natural Gas (MoP&NG) has rolled out roadmap for ethanol blending in India during 2020-2025. Also, National Policy on Biofuels – 2018, provides an indicative target of 20% ethanol blending under the Ethanol Blended Petrol (EBP) Programme by 2030.Considering these Government’s initiatives current studies were performed on BSVI compliant gasoline direct injection vehicle on RDE compliant route (Route formulated by Indian Oil R&D Centre) with different ethanol blended gasoline fuel formulations i.e., E0 (Neat Gasoline), E10 (10% Ethanol in gasoline) & E20 (20% Ethanol in gasoline). The study aims to determine the compliance of Conformity Factor (C.F.) for ethanol blended gasoline fuel on Direct Injection gasoline engine.The conformity factors were calculated in each case for CO, NOx & PN using moving window average evaluation method. For reference CO2 characteristics curve, CO2 values were measured over Modified Indian Driving Cycle (MIDC) on chassis dynamometer. The study suggests that the use of oxygenated fuel formulations (E10 & E20) impacts tail pipe emissions in a greater way and without any change in the hardware of after treatment devices of the vehicle tail pipe emissions can be reduced. Paper presents RDE as well laboratory mass emissions data collected. However, all the emission values are well below the typical BSVI/Euro6d limits and the C.F for NOx is also below than stated limit of BS_2.0 IRDE (Indian Real Driving Emissions).]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663550</guid>
    </item>
    <item>
      <title>Effect of E20 Fuel on Vehicle Performance Parameters of 694CC Gasoline Engine for Commercial Vehicle Application</title>
      <link>https://trid.trb.org/View/2663445</link>
      <description><![CDATA[In alignment with its carbon reduction commitments, India is transitioning towards higher ethanol-blended fuels, with E20 set for nationwide implementation by 2025. Ethanol is a renewable, domestically produced biofuel produced through fermentation of biomass such as sugarcane, corn. It possesses a higher octane rating and oxygen content compared to conventional gasoline, making it a favorable additive for improving engine performance and reducing emissions.This study investigates the impact of E20 fuel on performance parameters of a 694 cc MPFI , water-cooled, twin-cylinder gasoline engine. For deriving maximum benefits of increased Octane rating of E20, compression ratio was increased to 12.5:1. Experimental analysis was conducted to assess the changes in combustion behavior, brake specific fuel consumption (BSFC), torque output, engine out emissions and thermal efficiency when operating on E20 compared to baseline gasoline (E10).Base results indicate that E20 promotes more efficient combustion, owing to its higher laminar flame speed and elevated oxygen content, leading to a 3–4% improvement in low-end torque across real-world operating speed ranges. Conversely, on-road evaluations reveal a 3–4% fuel economy penalty with E20 relative to E10. Recovering E10-comparable fuel efficiency with E20 necessitates comprehensive engine calibration optimization, supported by targeted hardware modifications. Additionally, the high octane rating of ethanol reduces knock propensity, enabling the adoption of more aggressive ignition timing and higher compression ratios without compromising engine durability.Thermal benefits are also taken into consideration, with a reduction in peak mid-catalyst temperatures by approximately 30–40°C, this enables stoichiometric operation throughout operating range without any enrichment. These improvements suggest that engines calibrated specifically for E20 can be benefited through fuel’s inherent properties to achieve higher thermal efficiency and lower tailpipe emissions.In conclusion, the incorporation of E20 fuel in internal combustion engines shows notable advancements in engine performance and efficiency.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663445</guid>
    </item>
    <item>
      <title>The effect of port water injection on knocking and emission characteristics of natural-aspirated GDI engine operated under cruising condition</title>
      <link>https://trid.trb.org/View/2612396</link>
      <description><![CDATA[The negative impacts of climate change and worsening air quality, driven by anthropogenic emissions from activities like construction, industrial production, energy generation and transportation, are well-documented. To reduce greenhouse gas emissions from road transport, automakers are downsizing engine displacement to increase brake thermal efficiency, thereby improving fuel economy and reducing CO₂ emissions. However, downsized gasoline direct injection (GDI) engines are prone to knocking and emit higher levels of NOₓ and particulate matter (PM) compared to port-injected gasoline engines. This study investigates the effects of port-water injection (PWI) on the combustion and emission characteristics of a naturally aspirated GDI engine fuelled with gasohol E20 under steady-state conditions. Injecting up to 30% water (relative to fuel mass) with optimised ignition timing resulted in an 80% reduction in NOₓ, decreased PM diameter and mass and complete knock suppression. PM morphology analysis showed enhanced reactivity due to the generation of smaller particles with increased surface area. Adverse effects on engine performance and emissions from water injection were mitigated by advancing spark ignition timing. Optimal ignition timing for maximum thermal efficiency did not align with the Knock Limiting Spark Angle (KLSA), but a slightly lower advance favoured NOₓ reduction. Our findings suggest that automakers can produce GDI engines with minimal NOₓ and PM emissions without relying on precious metal-based catalysts, promoting sustainability in the transportation sector.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612396</guid>
    </item>
    <item>
      <title>Experimental Investigations on Lean Burn Spark-Ignition Engine Using Alcohol-Gasoline Blends</title>
      <link>https://trid.trb.org/View/2623974</link>
      <description><![CDATA[Alcohol fuels are regarded as a feasible approach to address rising energy demands and reduce the dependency on fossil fuels, with ethanol and methanol emerging as a promising renewable fuel for spark-ignition engines. In this research work, tests were performed on a spark ignition engine altered from a diesel engine that employs ethanol/methanol-gasoline blend as fuel operating under lean conditions. The experiments were conducted at 10.5:1 compression ratio and 1500 rpm under full throttle condition with three fuel blends namely M10 (10% of methanol+ 90% gasoline), E10 (10% of ethanol+ 90% gasoline), E5M5 (5% of each ethanol and methanol+ 90% gasoline). Investigational results reveals that alcohol-gasoline blends displayed low COV of IMEP. Furthermore, the alcohol-gasoline mixtures enhanced the peak in-cylinder pressure owing to improved flame speed and flammability limits. Adopting lean-burn operation and high compression ratio can efficiently improve combustion attributes in an alcohol-gasoline fuel operated spark ignition engine.]]></description>
      <pubDate>Thu, 13 Nov 2025 16:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2623974</guid>
    </item>
    <item>
      <title>Experimental Analysis of Performance and Durability Using Ethanol 27% Fuel Blend in a Turbocharged Gasoline Direct Injection Engine</title>
      <link>https://trid.trb.org/View/2571618</link>
      <description><![CDATA[India aims to achieve 20% ethanol blending (E20) in petrol by 2025 under its National Biofuels Policy to reduce carbon emissions, enhance energy security, and support the agricultural economy. Building on this, E27 (27% ethanol in gasoline) is being evaluated as an advanced mid-level blend to further lower greenhouse gas emissions and reduce reliance on fossil fuels. This study investigates the performance, emissions, and combustion characteristics of a turbocharged gasoline direct injection (TGDI) engine using E27 fuel over 20,000 km in real-world driving conditions, as part of a broader research program accumulating over 100,000 km across multiple vehicle categories. Key findings indicate that E27 achieves an optimal balance of emissions reduction and performance, with NOx and THC emissions decreasing by 12% and 5%, respectively, compared to E10, while CO and CO₂ levels remained stable, reflecting ethanol’s oxygenation effect and lower carbon intensity. Power output and acceleration improved slightly due to ethanol’s higher-octane rating and improved combustion efficiency.Oil degradation and wear remained within acceptable limits, confirming E27's suitability for regular use without requiring engine modifications. The findings suggest that E27 blended fuel has potential and can significant future ethanol adoption strategy, which will also supporting its 2030 carbon reduction targets. Further research should focus on optimizing calibration in engine for different ethanol blends as the current study has focused on E10 compliant vehicle’s long-term durability, and performance of the with higher fuel blends aligning with real time usage pattern.]]></description>
      <pubDate>Tue, 08 Jul 2025 10:45:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571618</guid>
    </item>
    <item>
      <title>Jet-Induced Compression Ignition (JICI)—Application of Spark-Assisted
                    Compression Ignition (SACI) in a Combustion System with Active
                    Pre-Chamber</title>
      <link>https://trid.trb.org/View/2533704</link>
      <description><![CDATA[
                
                The application of short burn durations at lean engine operation has the
                    potential to increase the efficiency of spark-ignition engines. To achieve short
                    burn durations, spark-assisted compression ignition (SACI) as well as active
                    pre-chamber (PC) combustion systems are suitable technologies. Since a
                    combination of these two combustion concepts has the potential to achieve
                    shorter burn durations than the application of only one of these concepts, the
                    concept of jet-induced compression ignition (JICI) was investigated in this
                    study. With the JICI, the fuel is ignited in the PC, and the combustion products
                    igniting the charge in the main combustion chamber (MC) triggered the
                    autoignition of the MC charge. A conventional gasoline fuel (RON 95 E10) and a
                    Porsche synthetic fuel (POSYN) were investigated to assess the fuel influence on
                    the JICI. Variations of the relative air/fuel ratio in the exhaust gas
                        (?ex) were performed to evaluate both the occurrence of the JICI
                    and the dilution capability. To assess the sensitivity of the JICI, variations
                    of the engine speed and the engine load were performed. When using RON 95 E10, a
                    shift from a conventional PC combustion to the JICI was observed between
                        ?ex = 2.3 and ?ex = 2.5. The variations of the engine
                    speed and the engine load revealed an increased JICI intensity when the engine
                    speed decreased and when the engine load increased. When using POSYN, no JICI
                    was observed. The occurrence of the JICI was correlated to the knock resistances
                    of the fuels, i.e., the lower knock resistance of RON 95 E10 yielded the JICI,
                    whereas the higher one of POSYN did not. At ?ex = 2.8, applying POSYN
                    resulted in an increase of the burn duration of 5.5°CA, which was a relative
                    increase of 41%, compared to the use of RON 95 E10 due to the absence of the
                    JICI in case of POSYN. However, the application of POSYN resulted in the highest
                    net indicated efficiency (?i,net). In particular, the application of
                    RON 95 E10 yielded a maximum of ?i,net = 41.5% at ?ex =
                    2.6, whereas using POSYN resulted in a maximum of ?i,net = 42.6% at
                        ?ex = 2.2 due to the higher knock resistance of POSYN.
            ]]></description>
      <pubDate>Thu, 03 Apr 2025 10:18:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2533704</guid>
    </item>
    <item>
      <title>Effects of Dimethyl Ether and Propane Blends on Knocking Behavior in
                    a Boosted SI Engine</title>
      <link>https://trid.trb.org/View/2397688</link>
      <description><![CDATA[
                
                Dimethyl ether (DME) is an alternative fuel that, blended with propane, could be
                    an excellent alternative for exploring the use of fuels from renewable sources.
                    DME–propane blends are feasible for their comparable physicochemical properties;
                    these fuels may be pressured as liquids using moderate pressure at ambient
                    temperature. Adding a proportion of DME with a low octane number to a less
                    reactive fuel like propane can improve the combustion process. However, the
                    increased reactivity of the mixture induced by the DME could lead to the early
                    appearance of knocking, and this tendency may even be pronounced in boosted SI
                    engines. Hence, this study experimentally analyzes the effect of E10 gasoline
                    (baseline) and DME–propane blends, with varying proportions of DME in propane
                    ranging from 0% to 30% by weight, in increments of 5% on knocking tendency,
                    combustion characteristics, gaseous emissions, and particle number
                    concentration, under different intake pressure conditions (0.8, 0.9, 1.0, and
                    1.1 bar) in an SI engine. The results show that as the proportion of DME in the
                    propane blend rises, the knocking tendency becomes more pronounced. That
                    behavior intensifies with increasing intake pressure, but with 20% DME in the
                    propane blend, reaching the maximum brake torque (MBT) without knocking in the
                    four boosted conditions is feasible. The presence of knock limited the advance
                    of combustion phasing and decreased the gross indicated thermal efficiency
                    (ITEg) with E10 gasoline and 25% and 30% DME in propane blends under 1.0 and 1.1
                    bar boosted conditions. In these knock-limited circumstances, the NOx emissions
                    decreased due to the retarded phasing, and THC and PN emissions increased due to
                    the lower combustion stability, considerably raising the concentration of
                    accumulation mode particles in the particle size distribution (PSD) compared to
                    the other fuel blends tested.
            ]]></description>
      <pubDate>Wed, 26 Jun 2024 15:40:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2397688</guid>
    </item>
    <item>
      <title>Performance Evaluation of High Octane Gasoline Fuel(s) on High Compression Ratio (HCR) Motorcycle – Based on Chassis Dynamometer Test</title>
      <link>https://trid.trb.org/View/2367605</link>
      <description><![CDATA[The present study aims to determine the comparative performance evaluation in terms of fuel economy (kmpl) and wide open throttle (WOT) power derived from set of different blends of high octane gasoline fuel(s) i.e., Neat Gasoline (E0), E10 & E20 (With different dosages of additives) in high compression ratio (HCR) motorcycle on chassis dynamometer facility.With the Government of India focus on use of alcohol as co-blend of gasoline with the endeavour to save foreign exchange and also to reduce greenhouse gases (GHG) emissions. The commercially available blended fuels, E10 & E20, have high research octane number (RON, 92-100) and as per the available literature high RON fuel have the better anti-knocking tendencies thereby lead to higher fuel economy.There are various routes to formulate high octane fuel (refining technologies, additive approach & ethanol blending route) in the range of 92-100 octane number which are currently commercialized in Indian market. In the present study, ethanol based high octane fuel blend(s) along with doping of novel indigenous type of additives (multifunctional additive & octane booster) to achieve the utilization benefits in terms of fuel economy (FE) & power improvement.The findings of present study largely suggest that with the high octane fuel blends (only ethanol) the fuel economy and Wide Open Throttle (WOT) power reduces. On the other hand, by adding gasoline multi-functional additive (GMFA) in combination of octane booster in the ethanol blended fuels, fuel economy and WOT power are compensated fairly. Fuel economy and Wide Open Throttle (WOT) power were investigated under operating conditions (Indian driving cycle - IDC). On adding ethanol only by 10% and 20% in gasoline the fuel economy is lowered by 1.9% and 4.94% respectively. The loss in fuel economy is reduced by 0.74% and 3.36% through addition of indigenously developed GMFA with Octane Booster in E10 & E20 gasoline blends.]]></description>
      <pubDate>Tue, 16 Apr 2024 09:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367605</guid>
    </item>
    <item>
      <title>Experimental Study on Performance and Emissions of BS VI Complaint EFI Motorbike with Oxygenated Fuel Blends (E0, E10, E20 &amp; M15)</title>
      <link>https://trid.trb.org/View/2367597</link>
      <description><![CDATA[Net-Zero emission ambitions coupled with availability of oxygenated fuels like ethanol encouraged the Government towards commercial implementation of fuels like E20. In this background, a study was taken up to assess the impact of alcohol blended fuels on performance and emission characteristics of a BS-VI complaint motorbike. A single cylinder, 113-cc spark ignition, ECU based electronic fuel injection motorbike was used for conducting tests. Pure gasoline (E0), 10% ethanol-gasoline (E10), 20% ethanol-gasoline (E20) and 15% methanol-gasoline (M15) blends meeting respective IS standards were used as test fuels. The oxygen content of E10, E20 and M15 fuels were 3.7%, 7.4% and 8.35% by weight respectively. Experiments were conducted following worldwide motorcycle test cycle (WMTC) as per AIS 137 standard and wide-open-throttle (WOT) test cycle, using chassis dynamometer.The experimental results on WMTC tests indicated that the fuel consumption of the vehicle increased with increase in oxygen content of the test fuels. The maximum increase in fuel consumption was 6.40% with M15 fuel as compared to E0 fuel. CO2 emission decreased moderately with the use of oxygenated fuels due to lower carbon content. CO and THC emissions decreased with oxygenated fuels and E20 fuel resulted in lowest level compared to all other test fuels. NOx emission increased linearly with increase in oxygen content of the test fuels and M15 recorded the highest. Under WOT conditions, the carbon emissions (CO, THC) decreased significantly with oxygenated fuels, with increase in NOx emission due to better combustion. However, CO2 emission was higher for oxygenated fuels due to high fuel consumption to achieve desired power output under full load operation. Overall, the alcohol blends help to decrease the CO and THC emissions with slight penalty on fuel economy. Fine-tuning of ECU parameters specific to fuel, has potential to improve fuel economy while reducing emissions.]]></description>
      <pubDate>Tue, 16 Apr 2024 09:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367597</guid>
    </item>
    <item>
      <title>Effects of Ethanol Blending on the Reactivity and Laminar Flame Speeds of Gasoline, Methanol-to-Gasoline, and Ethanol-to-Gasoline Surrogates</title>
      <link>https://trid.trb.org/View/2367213</link>
      <description><![CDATA[Ethanol blending is one method that can be used to reduce knock in spark ignition engines by decreasing the autoignition reactivity of the fuel and modifying its laminar flame speed. In this paper, the effects of ethanol blending on knock propensity and flame speed of petroleum and low-carbon gasoline fuels is analyzed. To do so, surrogate fuels were formulated for methanol-to-gasoline (MTG) and ethanol-to-gasoline (ETG) based on the fuels’ composition, octane number, and select physical properties; and 0-D and 1-D chemical kinetics simulations were performed to investigate reactivity and laminar flame speed, respectively. Results of MTG and ETG were compared against those of PACE-20, a well-characterized surrogate for regular E10 gasoline.Similarly to PACE-20, blending MTG and ETG with ethanol increases the fuel’s research octane number (RON) and sensitivity. The trends of the ethanol blending effects were slightly stronger with PACE-20 and MTG than with ETG, with 13.6% volume of ethanol necessary to reach a RON of 98 for MTG and 18.4% volume necessary for ETG. 1-D modeling of the flame speed showed that while ethanol has a faster flame speed than gasoline at pressures below 2.4 bar, the flame speed decreases at increasing pressure, with regular gasoline having a higher flame speed at pressures representative of combustion. Sensitivity analyses to identify the reactions and species relevant in controlling laminar flame speed showed that for ethanol, the active radicals in the flame decreased as pressure increased due to increasing methyl recombination leading to a decrease of the flame speed. For regular gasoline, the formation of active radicals increased with pressure due to increasing HCO decomposition leading to an increase in the flame speed.]]></description>
      <pubDate>Tue, 16 Apr 2024 09:52:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367213</guid>
    </item>
    <item>
      <title>Effect of Cyclo-Pentane Impurities on the Autoignition Reactivity and
          Properties of a Gasoline Surrogate Fuel</title>
      <link>https://trid.trb.org/View/2341593</link>
      <description><![CDATA[Surrogate fuels that reproduce the characteristics of full-boiling range fuels                     are key tools to enable numerical simulations of fuel-related processes and                     ensure reproducibility of experiments by eliminating batch-to-batch variability.                     Within the PACE initiative, a surrogate fuel for regular-grade E10 (10%vol                     ethanol) gasoline representative of a U.S. market gasoline, termed PACE-20, was                     developed and adopted as baseline fuel for the consortium. Although extensive                     testing demonstrated that PACE-20 replicates the properties and combustion                     behavior of the full-boiling range gasoline, several concerns arose regarding                     the purity level required for the species that compose PACE-20. This is                     particularly important for cyclo-pentane, since commercial-grade cyclo-pentane                     typically shows 60%–85% purity. In the present work, the effects of                     the purity level of cyclo-pentane on the properties and combustion                     characteristics of PACE-20 were studied. Chemical kinetic simulations were                     performed to predict the effects of cyclo-pentane impurities on the properties,                     octane rating, and autoignition reactivity under homogeneous charge                     compression-ignition conditions of PACE-20. From the numerical results,                     cyclo-pentane with 85% purity or higher is required to reasonably match both the                     research octane number and motor octane number of the target gasoline. Finally,                     homogeneous charge compression-ignition engine simulations show that impurities                     have only a modest effect on reactivity at naturally aspirated conditions, but                     cyclo-pentane purity is critical to properly replicate the pressure dependency                     of the reactivity.]]></description>
      <pubDate>Tue, 20 Feb 2024 09:59:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2341593</guid>
    </item>
    <item>
      <title>Experimental Emission Characteristics Study of Ethanol-Gasoline Fuel Blends on a GDI Engine with a Three-Way Catalyst</title>
      <link>https://trid.trb.org/View/2334834</link>
      <description><![CDATA[Ethanol-gasoline blended fuels have been widely implemented in Indian markets followed by the Govt of India’s road map as ethanol reduces life-cycle greenhouse gas emissions and improves anti-knock performance. However, effects of Ethanol Blending on engine out emissions characteristics including particulates from gasoline direct injection (GDI) engine remains under development and investigation.In this study the effect of ethanol blended gasoline fuels with two blending rates 10% and 20% (v/v %) on catalyst conversion efficiencies and emissions on a 1.2 litre 3-cylinder turbo GDI engine is investigated. The addition of ethanol to gasoline fuel enhances the Octane rating (RON) of the blended fuels, oxygen content and changes Reid vapor pressure (RVP). The influence of lambda biasing, and lambda trim controller has been tested. The approach for calibration was adopted based on achieving the target pollutant conversion efficiencies.Test bench results indicated that with E10 blend all pollutant conversion is more than 98% at all engine operating points. However, with E20 blend using the same lambda bias, fuel enrichment was required to retrieve the NOX conversion efficiency, which was improved back to 98% via suitable trim controller correction.]]></description>
      <pubDate>Wed, 07 Feb 2024 11:27:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334834</guid>
    </item>
    <item>
      <title>Reduced Carbon Intensity of Ethanol Blend Gasoline</title>
      <link>https://trid.trb.org/View/2289424</link>
      <description><![CDATA[
                
                Tank-to-wheels (TTW) CO2 reduction for ethanol blends is determined
                    from either gasoline composition or vehicle exhaust measurements. Fuels are
                    characterized using a carbon intensity (CI), which is the ratio of carbon (as
                        CO2 mass) in the fuel to the net heating value. Our objective is
                    to assess changes in CI of market gasoline with varying ethanol content that can
                    be used to appreciate change in vehicle tailpipe greenhouse gases (GHG) in
                    response to policy controlling the ethanol level in market fuels. Ethanol has
                    both a reduced carbon content and a reduced net (lower) heating value relative
                    to petroleum species, with a CI slightly lower than that of typical petroleum
                    gasoline. However, ethanol blending offers additional CI reduction because it
                    enables a reduction of aromatics in the petroleum blendstock for oxygenate
                    blending (BOB) while maintaining octane rating of the blend. Aromatics have a CI
                    about 20% higher than paraffins. The primary refinery option for aromatic
                    reduction is through lower severity or throughput for the gasoline reformer,
                    which ultimately reduces CI in the BOB and the finished blend. Expected gasoline
                    market blends were projected by developing a model that addressed US refining
                    and blending in response to octane requirements. A TTW blending CI, or BCI, for
                    ethanol is proposed to describe the total CI reduction in the finished blend
                    enabled by the ethanol. The ethanol BCI was found to average at 59
                        gCO2/MJ for E10, E15, and E20 (10%, 15%, and 20% ethanol by
                    volume) market fuels in this study. This is substantially below the ethanol
                    chemical CI of 71.0 gCO2/MJ and petroleum CI of 73.5 g
                    CO2/MJ due to the enabling of aromatic reduction. E10 in comparison
                    to E0 (purely petroleum) is estimated to offer a national US tailpipe
                        CO2 reduction of 16.6 billion kg annually.
            ]]></description>
      <pubDate>Mon, 13 Nov 2023 16:51:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2289424</guid>
    </item>
    <item>
      <title>Comparing Real Driving Emissions from Euro 6d-TEMP Vehicles Running on E0 and E10 Gasoline Blends</title>
      <link>https://trid.trb.org/View/2289569</link>
      <description><![CDATA[Several governments are increasing the blending mandate of renewable fuels to reduce the life-cycle greenhouse gas emissions of the road transport sector. Currently, ethanol is a prominent renewable fuel and is used in low-level blends, such as E10 (10 %v/v ethanol, 90 %v/v gasoline) in many parts of the world. However, the exact concentration of ethanol amongst other renewable fuel components in commercially available fuels can vary and is not known.To understand the impact of the renewable fuel content on the emissions from Euro 6d-TEMP emissions specification vehicles, this paper examines the real-driving emissions (RDE) from four 2020 to 2022 model-year vehicles run on E0 and E10 fuels. CO, CO2, NO, and NO2 were measured through a Portable Emissions Measuring System (PEMS). In addition, N2O, formaldehyde, acetaldehyde, volatile organic compounds (VOCs), and other gaseous and particulate tailpipe emissions were measured and categorized in cold-start, urban, rural, and motorway segments with a proprietary system developed by Emissions Analytics. Engine-out emissions were also measured from a single-cylinder engine at steady-state low speed and load conditions.The results show that the aldehydes, VOCs, and N2O emissions were greatest at cold-start and lowest at motorway conditions. The formaldehyde real-driving emissions increased by 14 % on average between the E0 and E10 fuels. However, the formaldehyde engine-out emissions were reduced for E10. Acetaldehyde real-driving emissions were below the detectable threshold for both E0 and E10 fuels, whereas, engine-out emissions increased for the E10. Whilst CO emissions presented inconsistent results across the cars and driving conditions, a reduction in CO2 emissions with the E10 fuel was observed across all conditions. NOx emissions increased for E10 compared to the E0 fuel in urban conditions and the opposite was observed for the motorway conditions. These findings highlight the need for the co-development of emissions regulations as greater ethanol and other renewable fuel content is blended into gasoline.]]></description>
      <pubDate>Mon, 13 Nov 2023 16:14:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2289569</guid>
    </item>
    <item>
      <title>Numerical Simulation of Ethanol-Based Fuels in an F1 Power Unit</title>
      <link>https://trid.trb.org/View/2166231</link>
      <description><![CDATA[Formula (1) vehicles have transitioned from E5 to E10 fuel for the 2022 season to reduce carbon emissions and by 2026 the vehicles are required to use 100% sustainable fuels. The aim of this paper is to identify the operating envelope of the F1 power unit for E10-E100 fuel and the resulting emission levels for these fuel compositions using numerical simulations. To achieve this aim an F1 engine model has been developed in GT-Suite with reference to the FIA 2022 Technical Regulations. The combustion model has been validated using data obtained from literature relating to laminar and turbulent flame speed, friction and heat transfer characteristics within the combustion chamber. One of the main challenges of using ethanol-based fuels is the increased levels of formaldehyde in the tailpipe. This paper presents the operating window for achieving the optimum engine performance with ethanol fuel blends ranging from the current E10 to E100, in keeping with the current 2022 FIA F1 regulations and beyond 2026 where all fuel must be fully sustainable. The study showed that the estimated formaldehyde levels from 2026 Formula (1) engine is significantly higher than the current emission levels of automotive vehicles. This paper highlights the required regulatory changes to ensure the engine out aldehyde emissions meet WHO air quality standards.]]></description>
      <pubDate>Mon, 01 May 2023 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2166231</guid>
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