Effect of oxygenates in gasoline on fuel consumption and emissions in three Euro 4 passenger cars

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1 Effect of oxygenates in gasoline on fuel consumption and emissions in three Euro 4 passenger cars Final Report Authors G. Martini, U. Manfredi, A. Krasenbrink Joint Research Centre- Institute for Energy and Transport R. Stradling, P.J. Zemroch, K. D. Rose CONCAWE H. Hass, H. Maas EUCAR 213 Report EUR EN

2 European Commission Joint Research Centre Institute for Energy and Transport Contact information Giorgio Martini Address: Joint Research Centre, Via Enrico Fermi 2749, TP 441, 2127 Ispra (VA), Italy Tel.: Fax: This publication is a Reference Report by the Joint Research Centre of the European Commission. Legal Notice Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use which might be made of this publication. Europe Direct is a service to help you find answers to your questions about the European Union Freephone number (*): (*) Certain mobile telephone operators do not allow access to 8 numbers or these calls may be billed. A great deal of additional information on the European Union is available on the Internet. It can be accessed through the Europa server JRC86439 EUR EN ISBN (pdf) ISBN (print) ISSN (online) ISSN (print) doi: 1.279/1136 Luxembourg: Publications Office of the European Union, 213 European Union, 213 Reproduction is authorised provided the source is acknowledged. Printed in Italy

3 JRC/EUCAR/CONCAWE Study on: Effect of oxygenates in gasoline on fuel consumption and emissions in three Euro 4 passenger cars Authors: G. Martini, U. Manfredi, A. Krasenbrink European Commission, Joint Research Centre, Institute for Environment and Sustainability R. Stradling, P. J. Zemroch, and K. D. Rose CONCAWE H. Hass, H. Maas EUCAR Acknowledgements The authors would like to acknowledge the essential contribution of the staff of the JRC VELA laboratory: P. Le Lijour, G. Lanappe, M. Sculati, R. Colombo As well as the help and input from others who advised on the study, specifically: EUCAR: Expert Group Fuels CONCAWE s Gasoline Special Task Force (FE/STF-2)

4 Contents Special Terms and Abbreviations EXECUTIVE S UMMARY BACKGROUND STUDY OBJECTIVES VEHICLE TES TING PROTOCOL EXPERIMENTAL S ET-UP Emissions test facility Fuel consumption Test vehicles Test vehicle preparation Test cycles Test cycles PROGRAMME S TRUCTURE Test protocol Daily testing schedule Statistical data analysis TES T RES ULTS CO 2 emissions, fuel consumption, and energy Exhaust emissions Effects of fuel properties on exhaust emissions RES ULTS AND CONCLUS IONS REFERENCES APPENDIX 1 FUEL PROPERTIES APPENDIX 2 DETAILS OF THE TES T PROCEDURE... 3 Test cycles.error! Bookmark not defined. Measurements...Error! Bookmark not defined. APPENDIX 3 ADDITIONAL FUEL CONS UMPTION RES ULTS APPENDIX 4 PM AND PN EMISSIONS APPENDIX 5 AVERAGE FUEL EFFECTS ON REGULATED EMISSIONS APPENDIX 6 UNCORRECTED AND CORRECTED RES ULTS... 57

5 Special Terms and Abbreviations ASTM American Society for Testing and Materials CEN European Committee for Standardization CO Carbon Monoxide CO2 Carbon Dioxide CONCAWE The Oil Companies European Association for Environment, Health and Safety in Refining and Distribution CVS Constant Volume Sampling System DG Directorate General DI Direct Injection DISI Direct Injection Spark Ignition DNPH 2,4-Dinitrophenylhydrazine DVPE Dry Vapour Pressure Equivalent (in kpa, measured at 37.8 C) EC European Commission EMS Engine Management System EN European Norm issued by CEN EPA Environmental Protection Agency (USA) EPEFE European Programme on Emissions, Fuels and Engine Technologies ETBE Ethyl Tertiary Butyl Ether EU European Union EUCAR European Council for Automotive R&D EUDC Extra Urban Driving Cycle (Part 2 of the NEDC Type 1 test) EURO 4 European emissions standard FC Fuel Consumption FID Flame Ionization Detector GC Gas Chromatography GC-MS Gas Chromatography-Mass Spectrometry GHG Greenhouse Gas kpa 1 KiloPascal = 1 N/m 2 HC Hydrocarbons HPLC High performance liquid chromatography IES Institute of Environment and Sustainability (JRC) IR Infrared Spectroscopy JEC JRC/EUCAR/CONCAWE Research Consortium JRC Joint Research Centre LD Light Duty LHV Lower Heating Value MJ Megajoule MON Motor Octane Number MPI Multi Point Injection MS Mass Spectrometry m/z Mass to charge ratio for detected ions in mass spectrometry NEDC New European Driving Cycle (Type 1 test) NOx Nitrogen Oxides PFI Port Fuel Injection PM Particulate Matter or Particulate Mass PMP Particulate Measurement Programme PN Particle Number ppm parts per million RED Renewable Energy Directive (29/28/EC) RON Research Octane Number rpm revolutions per minute SFTP Supplemental Federal Test Procedure SG Specific Gravity

6 THC TWC Type 1 Test UDC USA US6 VELA VLHV VOC VVT WTW Total Hydrocarbons Three-Way Catalyst Type of emission test as laid down in the Directive 7/22/CEE and subsequent amendments Urban Driving Cycle (Part 1 of the NEDC Type 1 Test) United States of America US SFTP driving cycle that represents aggressive, high speed and/or high acceleration driving, rapid speed fluctuations, and driving behaviour following start-up Vehicles Emission Laboratory (JRC) Volumetric Lower Heating Value Volatile Organic Compound Variable Valve Timing Well-to-Wheels

7 1. EXECUTIVE SUMMARY The Joint Research Centre (JRC) of the European Commission, the European Council for Automotive R&D (EUCAR), and CONCAWE jointly completed this vehicle test programme to investigate the effect of oxygenates in gasoline on the fuel consumption, regulated emissions, and particle emissions of three passenger cars homologated at the Euro 4 emissions level. Substituting oxygenates for hydrocarbons in gasoline decreases the overall energy content of the resulting blend which is also expected to increase the volumetric fuel consumption needed to achieve the same vehicle driving cycle. For this reason, a major objective of this study was to determine whether today s gasoline vehicles can improve their efficiency when running on oxygenate/gasoline fuel blends and reduce this volumetric fuel consumption penalty by taking advantage of either higher Research Octane Number (RON) or the properties of the oxygenate, such as the latent heat of vaporisation for ethanol. In addition to a 95 RON base gasoline, five other specially blended fuels were evaluated that varied in RON, oxygen content, and oxygenate type. Results are compared for the New European Driving Cycle (NEDC), the US6 part of the US Supplemental Federal Test Procedure (SFTP), and three constant speeds. Over all vehicle test conditions, the results show that the volumetric fuel consumption (FC) changes in direct proportion to the fuel s volumetric energy content with higher volumetric energy contents resulting in better FC. Except possibly for one vehicle over one test cycle, the results show that the use of oxygenates or higher octane did not provide a volumetric FC benefit. This means that these Euro 4 passenger cars were not able to compensate for the lower energy content of oxygenated fuels through better engine efficiency for the variation in fuel properties investigated in this study. For the regulated pollutant emissions, all three vehicles complied with the Euro 4 emissions limits for NOx, CO, and total hydrocarbons (THC) over the NEDC. Fuel properties had little effect on these emission levels even though RON, oxygen content, and oxygenate type were widely varied. Driving cycle and vehicle technology were found to have a much greater impact on these regulated pollutants compared to fuel properties. The three Euro 4 vehicles tested in this study were not required to meet any particle emissions limits for particulate mass (PM) or particle number (PN). Nonetheless, the effects of driving cycle and fuel properties on particle emissions are of general interest and were measured in this study using the Particulate Measurement Programme (PMP) protocols. Driving cycle and vehicle technology were found to have a much greater impact on PM and PN emissions compared to fuel properties.

8 2. BACKGROUND The Renewable Energy Directive (RED, 29/28/EC) established a common European framework for the promotion of energy from renewable sources [3]. This Directive set mandatory national targets for the overall share of renewable energy in the gross final consumption of energy and for the share of renewable energy in transport. For the transport sector, each Member State must ensure that the share of energy from renewable sources in all forms of transport is at least 1% of the final energy consumption in transport in that Member State by 22. Although the RED set overall targets for energy from renewable sources, biofuels blended into fuels are expected to play an important role to achieve these targets, especially in the transport sector. However, to comply with the RED targets, the biofuels used in transport fuels must be certified as su stainably produced and fulfil certain sustainability criteria. Considerable progress has been made in understanding the Well-to-Wheels (WTW) energy and greenhouse gas (GHG) impacts of biofuels including bioethanol, with the JEC WTW study [9] making a notable contribution in the European context. Today, bioethanol is the most widely used biofuel in the world. Bioethanol, and associated bio-products such as ETBE, are most widely used in low level blends with gasoline (E5, E1, etc.) while higher level blends are very popular in some countries (for example, Sweden and Brazil). The use of bioethanol and its ether product in petrol are considered by many to be an important option to achieve the RED target of reaching a 1% share of renewable energy in European transport by 22. In fact, compared to biodiesel, the potential production of ethanol is higher due to the larger range of sustainable biomass sources from which this product can be manufactured. In most WTW studies (including the JEC study [9]), it is usually assumed that the vehicle's energy efficiency remains unchanged when running on an oxygenated fuel; that is, the same Megajoules (MJ) of fuel energy are required to complete a prescribed driving cycle whether the fuel is hydrocarbon-only or an oxygenate/hydrocarbon blend. The consequence of this assumption is that a higher volumetric fuel consumption is expected for the oxygenated blend, because the volumetric energy content of the oxygenate component is generally lower than that of the hydrocarbon-only fuel into which the oxygenate is blended. This view has been challenged by some studies that suggest that the fuel consumption penalty may be less than expected based on the above reasoning. This question has become more important as attention focuses more closely on the actual WTW GHG savings that can be achieved from biofuels. Beyond the available references, there are some potentially plausible mechanisms why the volumetric fuel consumption of an oxygenate/gasoline blend might or might not increase in proportion to the oxygenate concentration in the blend: The latent heat of ethanol is higher than that of gasoline. This could potentially affect the volumetric efficiency of the engine (by cooling the charge and hence allowing a greater mass of air to be inducted). This in turn could affect engine power and fuel consumption. Oxygenates, including ethanol and ether, have inherently high octane numbers. Depending on how oxygenate blends are introduced into the market, the octane of the finished fuel could increase, or the hydrocarbon portion of the fuel could be reformulated, resulting in the same octane level as a hydrocarbon-only fuel. If the octane of the blend is higher, some vehicles may be able to advance ignition timing, giving a small improvement in fuel consumption at knock-limited operating conditions. A review of the literature does not, however, allow a clear conclusion to be reached due to the lack of rigour, incomplete reporting and insufficient testing in most of the available studies [1]. For this reason, a test programme was carried out to provide more detailed data on modern European vehicles. This test programme also provided the opportunity to gather data on the related question of oxygenate blend

9 performance with respect to exhaust emissions over two regulatory driving cycles and three steady state conditions. 3. STUDY OBJECTIVES This vehicle study was designed to investigate the effect of octane and oxygenates in gasoline on fuel consumption, energy efficiency and exhaust emissions of three passenger car models marketed in Europe complying with Euro 4 emissions limits. Exhaust emissions and fuel consumption were measure d according to the European legislative test procedure for type approval, the New European Driving Cycle (NEDC), as defined in the related European legislation (Directive 98/69/EC, Annex IV and 8/1268/EEC and subsequent amendments [2]). Additional tests were performed at three steady-state speeds and over the US6 part of the Supplemental Federal Test Procedure (SFTP) used in the USA to represent more aggressive and high speed driving behaviour. 4. VEHICLE TESTING PROTOCOL The vehicle testing protocol (see Appendix 2) was defined to provide a robust and repeatable way of measuring the short-term direct effect of fuels on fuel consumption and regulated emissions. Both hydrocarbon-only and oxygen-containing fuels were tested in this study in order to evaluate the effect of oxygenate, especially ethanol, on vehicle emissions and fuel consumption, including measurements of: CO2 emissions for its own evaluation and (in conjunction with CO and HC emissions) for the calculation of fuel consumption based on the carbon-balance equation; Regulated emissions specifically exhaust HC, CO, Total Hydrocarbons (THC), and NOx using the methods prescribed by the regulatory procedure; Particulate mass (PM) and particle number (PN) emissions which will be required in future legislation on some gasoline vehicles. The test procedure and protocols are based on the well-established EPEFE [8] methods, simplified and modified where appropriate to the needs of this JEC study. In particular, the importance and potential impact of vehicle conditioning has been carefully considered with respect to this test p rogramme. When followed carefully by a qualified laboratory, these procedures ensure sound test data and allow a statistically valid interpretation of the results, so that the effects of fuel changes on the test vehicle can be accurately assessed. It should be noted that fuel effects on emissions can be complex. A key finding of the EPEFE study was that the same fuel can have different effects in different vehicles, so results obtained on a specific vehicle should not be generalised to other vehicles. 5. EXPERIMENTAL SET-UP 5.1. Emissions test facility This study was carried out in the Vehicle Emissions Laboratory (VELA) of the Joint Research Centre located in Ispra (Italy). An emissions test facility was used that is in full compliance with the requirements set by the legislative procedure for vehicle type approval. The facility consists of a climatic chamber, a roller bench and the equipment for emissions measurements. All tests were carried out at a temperature of 22 C ± 1 C. To follow the legislative driving cycles, the driver was assisted by a driver aid system. Regulated pollutant emissions were measured in full accordance with the legislative test procedure for type approval (Type 1 test, UNECE Regulation 83) using a Constant Volume System (CVS) based on a full flow dilution tunnel with a critical flow Venturi. Gaseous emissions were measured using tedlar bags as

10 prescribed in the above mentioned test procedure. For the non-legislative cycles, the same methodology was used. Emissions were measured using the following analysers/methodologies: CO: Infrared (IR) analyser NOx: Chemiluminescence analyser HC: Flame Ionization Detector (FID) analyser Particulate Mass (PM): Particulate samples were collected according to the modified procedure developed in the framework of the Particle Measurement Programme (PMP) and using a Pallflex TX4HI2 filter (one filter per cycle, no secondary filter). The mass was determined by weighing. PM emissions were not measured in the steady state tests due to the short sampling pe riod used which would have resulted in very low mass values Particle Number (PN): Total PN was measured using a system that was compliant with the Particulate Measurement Programme (PMP). Measurements were not performed on the raw exhaust (modal analysis) in order to avoid introducing errors into the emission measurement. A schematic of the VELA emissions test facility is shown in Figure 1. Figure 1 Schematic of the VELA emissions test facility test chamber barometric pressure (~99mbar) humidity (5 ± 5%) ambient temperature (22 ± 1 C) dynamometer engine rpm distance H velocity 2 O oil temp. time fan chemistry & fuel composition density catalyst after-catalyst exhaust tem p. flo CO, w THC, NOx, CO 2, O 2 (on-line) tail pipe to vent VELA2 37 m 3 /min VELA1 14 m 3 /min flow temp pressure bleed-off CV S ~9 C filter & heat exchanger Tedlar bag: DNPH VOC cartridge: CO, carbonyls THC, NOx, CO 2 (of f -line) particle probes total mass total particle number (PMP) filter ~47 C 19 C transfer line temp. (~25 C) flow (max. 3 m 3 /min) gas-phase probes (from bag) CO, THC, NOx, CO 2 (of f -line) temp. DIESEL GASOLINE humidity temp. (25 C) air conditioning unit dilution air blank (from bag)

11 5.2. Fuel consumption UNECE Regulation 11 establishes the methodology to be used to calculate the fuel consumption of vehicles by measuring exhaust emissions. The calculation is based on the carbon balance method which requires the measured values of CO2, CO and HC and the knowledge of fuel composition in terms of C/H/O elemental content. In the type approval test, fuel consumption is calculated using default values for C/H/O from a typical reference fuel, but this is not appropriate when different fuel co mpositions are tested, especially oxygenated fuels. Therefore, data on each fuel s actual carbon, hydrogen and oxygen contents are necessary for a correct calculation of fuel consumption. In addition, to calculate the energy used by the vehicle to complete the driving cycle, the heating value of each test fuel is needed. These data were calculated for the test fuels from detailed gas chromatography (GC) analyses carried out on each fuel. The fundamental equation for the carbon balance calculation of fuel consumption is: FCm = (CWFexh x HC x CO x CO2) / CWFfuel (in g/km) where: FCm is the calculated fuel consumption in g/km CWFexh is the carbon mass (weight) fraction of the HC emissions in g/km.429 is the carbon mass fraction of CO CO is Carbon Monoxide emissions in g/km.273 is the carbon mass fraction of CO2 CO2 is the Carbon Dioxide emissions in g/km CWFfuel is the carbon mass (weight) fraction of the fuel CWFexh is relatively unimportant (and very hard to measure or calculate) because hydrocarbon emissions from modern vehicles are very low. The correct CWF fuel is critical, however, so the CWFexh was assumed to equal the CWFfuel. The fuel consumption in l/1km could then be calculated from the following equation: FCl/1km = (FCm x 1) / (SGfuel x 1) where SGfuel is the fuel s specific gravity in kg/litre. The energy consumption in MJ/1km is calculated from: ECMJ/1km = FCl/1km x SGfuel x LHVfuel where LHVfuel is the fuel s Lower Heating Value (LHV) in MJ/kg Test vehicles Three test vehicles were selected for this study based on the following criteria: Certified to meet at least Euro 4 emissions limits; Less than 2 years old and 3, km maximum mileage; The final test fleet had to include the following technologies: o A port fuel injected (PFI) engine that is typically insensitive to octane o A variable valve timing (VVT) vehicle to check the effect of throttling o A vehicle optimised for 98 RON in order to evaluate higher octane numbers and the cooling effect of ethanol. The main characteristics of the vehicles selected for this study are shown in Table 1.

12 Table 1 Test vehicle characteristics Vehicle Category M1 M1 M1 Emission Standard Euro 4 Euro 4 Euro 4 (homologation) Engine Size (litres) Max. Power (kw) Inertia Class (kg) Cylinder Valves Aspiration VVT Turbo Turbo Combustion Type Homogeneous stoichiometric Homogeneous stoichiometric Homogeneous stoichiometric Injection System MPI DI MPI After-treatment device TWC TWC TWC Year (registration date) 27/2/28 19/4/28 24/9/28 Mileage (km) at start 2,815 6,248 1,261 When a car was equipped with options that could alter the performance, such as a start-stop system or the possibility to select different driving style (e.g., sport ), these were either deactivated or were not used Test vehicle preparation According to the test protocol, the test vehicles had to be in good mechanical condition and preferably had completed at least 8, km on the fuel recommended by the manufacturer prior to testing. This was required in order to ensure that the catalyst was adequately aged and that the engine combustion chamber deposits had stabilised. Vehicle 1 complied with these requirements. Vehicle 3 was a comparatively new vehicle and therefore did not comply with the minimum mileage requirement. In order to reduce the testing time, the JEC team agreed to run Vehicle 3 for 3, km instead of 8, km to stabilize the catalyst. To do this, the vehicle was driven on the road (mainly highway) until a mileage of 3, km had been reached. Vehicle 2 was very close to the minimum mileage requirement and a similar mileage accumulation was carried out until a mileage of 7,5 km had been reached. For all of the vehicles, the engine oil, oil filter, and air filter were changed before starting the test programme. After the oil change, the oil was aged by driving a minimum of 5 km on the dynamometer. The fuel used for the oil aging was Fuel 1 from the test fuel matrix. The engine oil complied with the grade recommended by the vehicle manufacturer. In addition, the following operations were performed on each vehicle: The exhaust system of the vehicle was checked for any leaks. The engine was checked for any leaks of the gasoline/lubricant circuit. When necessary, additional fittings, adapters or devices were fitted to the fuel system in order to allow a complete draining of the fuel tank. In general, the draining of the tank was accomp lished by means of the vehicle fuel pump. When possible, the engine was equipped with suitable thermocouples to monitor the lubricant and coolant temperature. Finally, the vehicle s carbon canister was replaced and a new canister was used that was dedicated for each test fuel. This means that the canister was replaced at each fuel change to the one that was dedicated to that test fuel.

13 5.5. Test cycles The pollutant emissions and fuel consumption of the test vehicles were measured over three different driving cycles: The New European Driving Cycle (NEDC), which is the legislative cycle for type approval of European passenger cars (see Figure 2). This is a cold start cycle and all of the tests performed using this cycle were carried out after the vehicle had experienced an overnight soaking period. The NEDC consists of two parts: four repeated Urban Driving Cycles (UDC, also ECE-15) and an Extra Urban Driving Cycle (EUDC). The US6 part of the US SFTP Driving Schedule, is more representative of aggressive, high speed and/or high acceleration driving behaviour (see Figure 3). The US6 cycle is a hot start cycle which requires that the vehicle is run over a pre-conditioning cycle before starting the emission measurement. According to the US legislation, different cycles can be used for vehicle preconditioning, including the same US6 driving cycle and this option was selected for these tests. Constant speeds: The vehicles were also tested over three different constant speed conditions at 5, 9 and 12 km/h (see Figure 4). The vehicle was driven at each speed for ten minutes but the emissions were measured only during the second five minutes to ensure that the engine and engine temperatures had stabilised. Figure 2 New European Driving Cycle (NEDC) Extra Urban Driving Cycle (EUDC) SPEED (km/h) Urban Driving Cycle (UDC) TIME (s)

14 Figure 3 US6 SFTP Driving Cycle Conditioning cycle Emission measurement cycle 1 SPEED (km/h) TIME (s) Figure 4 Constant Speed Tests Emission measurement 1 SPEED (km/h) 8 6 Emission measurement 4 Emission measurement TIME (s) 5.6. Test fuels The test fuels were specially blended by CONCAWE from refinery-typical blending components and consisted of six fuels (see Figures 5a-5c). A summary of the key fuel properties is given in Table 2 and more detailed fuel properties and distillation curves are provided in Appendix 1. The key variables for this study were the Research Octane Number (RON), oxygen content, and oxygenate type. The Lower Heating Value (calorific content) depended on the fuel composition. Two hydrocarbon-only fuels were prepared with RONs of about 95 and 98 (Fuels 1 and 5). Three oxygenated fuel blends (Fuels 3, 4, and 6) were prepared by blending oxygenate (either ethanol or ETBE) into hydrocarbon-only base fuel (1) without any further adjustment in the fuel composition. This approach is commonly called splash blending. One additional oxygenated fuel blend (Fuel 2) was prepared with 1% v/v ethanol (E1) and the hydrocarbon portion was also adjusted in order to match the RON of Fuel 1.Figure 5a RON versus oxygen content (in % mass) for all test fuels

15 Figure 5b RON versus Lower Heating Value (in MJ/kg) for all test fuels

16 Figure 5c Oxygen content (in % mass) versus Lower Heating Value (in MJ/kg) for all test fuels Table 2 Selected properties of the six test fuels FUEL PROPERTIES Units Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Base E1 15% E1 High E5 Fuel Match ETBE Splash Octane Splash 15 o C kg/m³ Vapour Pressure (DVPE) kpa Research Octane Number (RON) Motor Octane Number (MON) E7 % v/v E1 % v/v Sulphur mg/kg <1 <1 1 <1 <1 <1 Oxygenates % v/v Ethanol %vol == 9.28 == 9.97 == 5.1 Carbon % mass Hydrogen % mass Oxygen % mass == == 1.8 H/C Lower Heating Value (LHV) MJ/kg Lower Heating Value (LHV) MJ/litre

17 6. PROGRAMME STRUCTURE 6.1. Test protocol The test programme was designed and analysed using statistical methods similar to those used in earlier CONCAWE gasoline vehicle emission studies [5,6]. Each of the six fuels was tested on five separate occasions in each vehicle. Based on the variability levels seen in earlier programmes, it was anticipated that this degree of replication would render differences in fleet-average fuel consumption of (approximately) 1.7% statistically significant at P < 5% 1. The 3 tests on each car were conducted in five blocks of six, with one block consisting of one single test on each fuel. The fuel test order within each block was randomized. This minimized the risk that fuel effects would be influenced by any drift in vehicle performance or other time-related effects. The test order is shown in Table 3 which was constructed so that: Repeat tests on one test fuel were not conducted back-to-back ensuring that the results were truly independent. Each fuel was tested once on each day of the week. It was particularly important to test each of the six fuels just once on Mondays. This is because vehicles tested on Mondays had a longer soak period over the previous weekend compared to tests run on other days of the week. Because the fuel was changed after every test, sufficient and appropriate vehicle conditioning was carried out to ensure that the vehicle was properly adapted to the new fuel with no carryover between successive tests (see Section 6.2 and Appendix 2). Table 3 Fuel Testing Order Monday Tuesday Wednesday Thursday Friday Week Week Week Week Week Week The protocol required an additional test to be conducted whenever large variations were seen between the five tests on a particular fuel in a particular vehicle. The thresholds in Table 4 were used, based on the variability levels seen in the earlier CONCAWE programme [5,6]. When the differences exceeded these limits, an additional test was to be run at the completion of the initially planned series of tests. In the end, extra tests were only conducted for one vehicle. This included one repeat of a voided test. Table 4 Acceptance criteria where five blocks of tests are run Ratio of highest to lowest emission on the same fuel Fuel Consumption CO2 CO THC NOx P<5% = the probability that such a difference could be observed by chance when no real effect exists is less than 5%. In other words, we are 95% confident that the difference is real.

18 6.2. Daily testing schedule For each emissions test, it was considered important that the vehicle was presented and prepared in exactly the same way so that a true comparison of fuel effects could be measured. The sequence of events was: 1. Change test fuel 2. Condition vehicle/engine on test fuel 3. Cold soak vehicle 4. Run fuel economy and emissions tests All of these steps had to be performed in a controlled and repeatable manner. Details on the fuel change procedure are given in Appendix Statistical data analysis The average emissions for each vehicle and fuel are presented as bar charts in Section 7. Most of these charts show simple arithmetic means from the five repeat tests on each fuel. One exception is PN (Figure A4.2) where geometric means are plotted on logarithmic axes. Repeat PN test results can differ by more than an order of magnitude so geometric means are used to mitigate the disproportionate influence of higher valued test results. The various means were calculated after the removal of a number of test results which were deemed to be either invalid, or statistical outliers with studentized residuals 2 significantly different from zero at P < 1%. Corrected means are shown for those vehicles and emissions where there was a significant time trend at P < 1%. All of the uncorrected and corrected means are tabulated in Appendix 6. The error bars in the various bar charts in Section 7 show the mean value +/- 1.4 times the standard error of the mean 3 while those in the plots in Figures 11 and A3.2 to A3.5 show the mean value +/- 2. times the standard error of the mean 4. 2 Residuals divided by their standard errors 3 The factor 1.4 was chosen for consistency with previous CONCAWE reports [5,6,7]. The rationale was that, when two fuels are significantly different from one another at P < 5%, then their error bars will not overlap; this factor also gives 84% confid ence that the true mean will lie within the limits shown. Error bars based on a factor of 1.4 were considered to be marginally too narrow for determining significant differences in this study where a different number of tests was carried out. Such an interpretation would require error bars based on factors in the region of 1.45 to 1.5, depending on the exact number of valid tests and whether or not a trend correction has been applied. 4 The factor 2. gives approximately 95% confidence limits for the true mean. These are more appropriate for plots where the interest is to demonstrate that the best fit line passes through each data point within the limits of experimental error.

19 CO2 (g/km) 7. TEST RESULTS 7.1. CO2 emissions, fuel consumption, and energy The measured CO2 emissions averaged over the repeat tests are shown in Figure 8 for all vehicles, fuels and driving cycles. The error bars in all bar charts in this section show the mean value +/- 1.4 times the standard error of the mean for the reasons described in Section 6.3. The measured CO2 emissions in these tests varied according to the test driving conditions. At a given driving condition, the differences in CO2 emissions between fuels were much smaller than the differences between different vehicles. At the same vehicle efficiency, we would expect emissions of CO2 at the tailpipe to decrease slightly for the oxygenated fuels (Fuels 3, 4, 2 and 6 in descending order of oxygenate content), because of their slightly lower C/H ratios. C/H ratios will also vary depending on the level of aromatics in the fuel. In practice, the theoretical gco2 per MJ of fuel varied by less than 1% as shown in Table 5: Table 5 Differences between theoretical CO2 emissions on the six test fuels Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 gco 2 /MJ Change % Baseline These differences are obviously quite small and the measured results showed no consistent differences between the six test fuels. Figure 8 Average CO2 emissions (g/km) for all vehicles, fuels, and driving cycles Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel NEDC US6 5kph 9kph 12kph The average volumetric fuel consumption (in l/1km) was then calculated from the measured CO2, HC and CO emissions using the actual carbon content and the density of each test fuel, as described in Section 5.2 (see Figure 9).

20 Figure 9 Average volumetric fuel consumption (in l/1km) for all vehicles, fuels, and driving cycles FC (l/1 km) EC (MJ/km) Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 NEDC US6 5kph 9kph 12kph Figure 1 Calculated average energy consumption (in MJ/km) for all vehicles, fuels, and driving cycles Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel NEDC US6 5kph 9kph 12kph The energy consumption (in MJ/km) (Figure 1) was then derived using the measured LHV for each fuel. As shown in Figure 1, the energy consumption (in MJ/km) varied primarily according to the test driving conditions while there were smaller differences between the three vehicles. There were no consistent differences between the six test fuels, suggesting that there was no difference in engine efficiency when operating on the different fuels. This is analysed in more detail below.

21 The volumetric fuel consumption measured in litres/1km did show small differences between the six test fuels, with the two pure hydrocarbon fuels (Fuels 1 and 5) giving lower volumetric fuel consumption. An analysis of the fuel consumption (FC) was then completed for all driving cycles and the results for the NEDC are shown in Figure 11. Figure 11: Average fuel consumption over the NEDC (in l/1km) versus the fuel s Volumetric LHV (left-hand plots) and the percentage change in FC versus the percentage change in 1/VLHV (right-hand plots) Fuel Consumption Fuel Consumption 7.5 Vehicle E1 Splash 15% ETBE E5 Splash 7.1 Base Fuel E1 Match 6.9 High Octane Volumetric Lower Heating value Vehicle Volumetric Lower Heating Value % change in FC % change in FC Vehicle 1 15% ETBE E1 Splash E5 Splash E1 Match Base Fuel y =.79x High Octane % change in (1/VLHV) Vehicle 2 y =.72x % change in (1/VLHV) Fuel Consumption Vehicle Volumetric Lower Heating Value % change in FC Vehicle 3 y =.93x % change in (1/VLHV) The left-hand plots show the measured FC (in l/1km) for all three vehicles over the NEDC plotted against the Volumetric Lower Heating Value (VLHV in MJ/l) of the test fuel. The error bars show approximate 95% confidence limits for the true FC and the solid line is a best fit through the data points. The (negative) correlation between the FC and VLHV is evident for all three vehicles, with the volumetric FC decreasing as the energy content of the fuel increases. In the right-hand plots, the percent change in FC is plotted versus the percent change in [1/VLHV] relative to the base fuel (Fuel 1). The solid black line is a best fit through the data points and the origin defined by the base fuel, with the slope of the line indicated. The dashed lines show 95% confidence limits around the best fit line. Finally, the red line is a one-to-one correlation line. In the right-hand plots, the percentage changes in FC versus 1/VLHV can be interpreted as follows (see Appendix 3 for more information). If the black best fit line falls below the red one-to-one correlation line,

22 then theincrease in volumetric FC for oxygenated fuels is smaller than would be expected from the reduction in energy content of the fuel blend alone. Similarly, if the best fit line falls above the red one-toone correlation line, then the increase in FC is larger than the change in energy content. For Vehicle 2, the best fit line is significantly lower than the one-to-one line suggesting that the % FC increase is smaller than expected for this vehicle and driving cycle. Although the best fit line for Vehicle 1 is also below the one-to-one line, it is within the 95% confidence limits, so the reduction in the % FC increase falls just short of statistical significance. The results on all three vehicles show that the volumetric FC over the NEDC decreases linearly as th e fuel s energy content increases. Higher octane values or the use of different oxygenates as blending components do not in general provide a volumetric FC benefit, at least in the Euro 4 vehicles and NEDC used in this study. Because the results for Vehicle 2 and, to a lesser extent Vehicle 1, lie just below the one-to-one correlation line, the efficiency of these vehicles may be somewhat better over the NEDC. In general, however, the engine management systems in these vehicles do not compensate for the lower energy content of the fuel through better engine efficiency performance on different fuel blends. It should also be noted that the volumetric FC is usually reported by vehicle manufacturers and researchers because it is a regulatory value intended to provide consumers with an understandable indicator of a vehicle's efficiency over a typical driving cycle. Tailpipe CO2 emissions are also used in European legislation, but will be influenced by the actual C/H ratio of the fuel as well as the vehicle efficie ncy. However the true CO2 impact of different fuel choices can only be evaluated through a Well-to-Wheels study such as that carried out by the JEC Consortium [9]. As shown by the graphs in Appendix 3, similar trends in FC vs. VLHV were also found for the same vehicles and fuels over the US6 SFTP and the three steady-state conditions. This indicates that the NEDC is not unique and that similar relationships between volumetric fuel consumption and the fuel s ener gy content exist over the two cycles and three steady-state conditions tested for these three vehicles. The small reduction in the expected increase in FC on oxygenated fuels seen in Vehicle 2 over the NEDC was not seen in the US6 cycle or at the three steady state conditions Exhaust emissions Averages for the various regulated exhaust emissions measurements are shown in this section for all vehicles, fuels and driving cycles. Tables of uncorrected and corrected means, based on the statistical data analysis reported in Section 6.3, are provided in Appendix 6. As described previously, the error bars in all the bar charts show the mean value +/- 1.4 times the standard error of the mean for the reasons described in Section 6.3. The charts show the average emissions for NOx (Figure 12), CO (Figure 13), and Total Hydrocarbons (THC, Figure 14), as well as the NEDC based limit values for Euro 4 vehicles. The US6 driving cycle is part of a set of driving cycles used within the USA regulation; hence no single limit values for US6 can be given in the figures. Particle emissions were also measured but are not regulated on Euro 4 vehicles. For this reason, the results are provided for information in Appendix 4 for particulate mass (PM) (Figure A4.1) and particle number (PN) emissions (Figure A4.2). Tables of uncorrected and corrected means are again provided in Appendix 6. PM emissions were only measured over the NEDC and US6 cycles. Regulated pollutant emissions varied with the driving conditions and also showed differences between the three vehicles. For NOx and THC, Vehicle 1 emissions are higher compared to the other vehicles in all cycles. The test program was not set up to analyse these specific differences between the vehicles; the engine characteristics, calibrations and TWC efficiency will rather lead to such differences. Differences between the six test fuels were much smaller although statistically significant differences were seen in some cases (see Section 7.3).

23 CO (g/km) Figure 12: Average NOx emissions for all vehicles, fuels and driving cycles.25.2 NOx (g/km).15.1 Euro 4 Limit.5 Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 NEDC US6 5kph 9kph 12kph Figure 13: Average CO emissions for all vehicles, fuels and driving cycles Euro 4 Limit 1 Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.5 NEDC US6 5kph 9kph 12kph

24 THC (g/km) Figure 14: Average THC emissions for all vehicles, fuels and driving cycles.1 Euro 4 Limit Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.1 NEDC US6 5kph 9kph 12kph In most cases with only a few exceptions, emissions measured over the NEDC were significantly higher than over the other test conditions. This is clearly due to the cold start part of the NEDC while the tests are carried out with a hot engine both in the case of the US6 cycle and of the constant speed tests. A hot engine means also a hot catalyst which efficiently reduces pollutant emissions Effects of fuel properties on exhaust emissions The charts in Appendix 5 show the average NOx, CO, THC, and CO2 emissions for all vehicles, fuels and driving cycles. Other than the effects of fuel energy content on CO2 emissions and volumetric fuel consumption that have already been discussed in Section 7.1, there were few consistent trends for the effect of fuel properties on NOx, CO, and THC emissions. Although the emissions do depend on the vehicle and test cycle, the differences between fuels for each vehicle were small and frequently not statistically significant. It should be pointed out that bag emission values are reported here as tailpipe emissions, which are in general very low and clearly influenced by the catalyst. The concentrations of regulated pollutants collected in the bags, especially over the hot start cycles, was often in the range of a few ppm. Reliably measuring these very low emissions is a challenge, usually with more variability in relative terms, making it more difficult to identify potential effects due to the fuel. Because the test procedure measured each fuel five times in a randomised testing order, these measurement effects were mitigated to some extent. One conclusion that can be drawn from these results is that three-way catalysts (TWCs) work very efficiently. Even if there are some effects of oxygenates in gasoline on engine -out regulated emissions as has been shown by various literature studies, these effects can be difficult to detect when evaluating tailpipe emissions from hot engines and aftertreatment systems. The impact of the driving cycle and engine

25 technology on regulated emissions appears to be much more important than the variation in fuel properties that were tested here. 8. RESULTS AND CONCLUSIONS 8.1. CO2 emissions and fuel consumption A major objective of this study was to determine whether today s gasoline vehicles can improve their efficiency when running on oxygenate/gasoline fuel blends. If the vehicle efficiency does not change with different fuels, then the volumetric FC will vary in direct relation to the energy content (LHV) of the oxygenate/gasoline blend. Since oxygenated blending components have lower energy content compared to hydrocarbons, the volumetric FC would be expected to increase for oxygenated blends as the energy content (LHV) of the fuel blend decreases. The results shown in Figure 11 demonstrate that the volumetric FC does indeed increase in direct proportion to the decrease in the fuel s energy content. Because the results for Vehicle 2 and, to a lesser extent in Vehicle 1, lie just below the one-to-one correlation line, the efficiency of these vehicles may be somewhat better on oxygenated fuels over the NEDC.Comparable data in Appendix 3 show that the same effects are not observed for these two vehicles over the US6 SFTP or at the three constant speeds (5, 9, and 12km/h). In other words, over most test conditions, the use of oxygenates or higher octane did not provide a volumetric FC benefit and the three vehicles selected for this study were not able to compensate for the lower energy content of oxygenated gasoline and achieve better engine efficiency. At the same vehicle efficiency, we would expect the volumetric tailpipe CO2 emissions should decrease slightly for oxygenated fuels, because of their slightly lower C/H ratios. C/H ratios can also vary s omewhat depending on the concentration of hydrocarbon-only molecules in the fuel. In this study, the theoretical gco2 per MJ of fuel varied by less than 1% over all test fuels and no clear discrimination in CO2 emissions between the fuels could be seen in the measured results when expressed on an energy content basis Regulated pollutant emissions Regarding the regulated pollutant emissions compared to the Euro 4 limits: All three vehicles complied with the Euro 4 limits for NOx, CO, and THC over the NEDC on all six test fuels. Fuel properties were found to have little effect on regulated emissions over all driving cycles even though the octane and oxygenate contents of the fuels were widely varied. Some notable vehicle and cycle differences were observed however: While NOx emissions were very low for Vehicles 2 and 3 over all test cycles, NOx emissions were much higher for Vehicle 1 over the NEDC and at the 12kph constant speed. NOx emissions were also about four times higher for Vehicle 1 over the US6 cycle compared to the other two test conditions. CO emissions were much higher for Vehicles 1 and 3 over the US6 compared to the other test cycles. THC emissions were high from Vehicle 1, compared to the other two vehicles, over most operating conditions, including the hot-start tests where the catalyst conversion efficiency was expected to be very high.

26 8.3. Particle emissions The three vehicles tested in this study were Euro 4 compliant and were not required to meet any particle emissions limits for PM or PN. Nonetheless, the effects of driving cycle and fuel properties on particle emissions is of general interest and were measured in this study using the PMP protocol. PM emissions were collected on filters only over the NEDC and US6 driving cycles because the PM amounts were expected to be very low from these gasoline vehicles.fuel properties had little effect on unregulated PM and PN emissions. One exception was the PM emissions for Vehicle 1 over the US6 in which the PM emissions decreased somewhat with higher octane and higher oxygen content. PM emissions were found to be between.4 and.8 mg/km for all vehicles over the NEDC. PM emissions from Vehicle 1 were about six times higher (about 3 to 4 mg/km) over the US6 compared to the NEDC while PM emissions were at much lower levels (.4 to.8 mg/km) for Vehicles 2 and 3 over these two cycles. Over the NEDC, PN emissions were about two orders of magnitude higher for Vehicle 2 compared to Vehicles 1 and 3. A similar trend was observed over the other test cycles with the exception of the US6.

27 9. REFERENCES 1. Prepared for the European Commission Directorate General for Energy (2) A Technical Study on Fuels Technology related to the Auto/Oil II Programme Volume II Alternative Fuels, December 2 2. Directive 98/69/EC (1998) of the European Parliament and of the Council of 13 October 1998 relating to measures to be taken against air pollution by emissions from motor vehicles and amending Council Directive 7/22/EEC 3. Directive 29/28/EC (29) of the European Parliament and of the Council of 23 April 29 on the promotion of the use of energy from renewable sources 4. CONCAWE (199). The effects of temperature and fuel volatility on vehicle evaporative emissions, Report 9/51, Brussels: CONCAWE 5. CONCAWE (23). Fuel effects on emissions from modern gasoline vehicles: Part 1 - sulphur effects, Report 5/3, Brussels: CONCAWE 6. CONCAWE (24). Fuel effects on emissions from modern gasoline vehicles: Part 2 aromatics, olefins and volatility effects, Report 2/4, Brussels: CONCAWE 7. CONCAWE (29). Comparison of particle emissions from advanced vehicles using DG TREN and PMP measurement protocols, Report 2/9, Brussels: CONCAWE 8. EPEFE (1995). European Programme on Emissions, Fuels, and Engine Technologies, EPEFE Report on behalf of ACEA and EUROPIA 9. JEC WTW Version 3c (211). Well-to-Wheels Analysis of Future Automotive Fuels and Powertrains in the European Context, Report EUR EN CONCAWE (213). Effect of ethanol in gasoline on fuel consumption: a literature assessment through 26, Report 13/13, Brussels: CONCAWE

28 APPENDIX 1 FUEL PROPERTIES Table A1.1 Fuel Properties Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 FUEL PROPERTIES Units Test Method Base E1 15% E1 High E5 Fuel Match ETBE Splash Octane Splash 15 o C kg/m³ EN ISO Air Saturated Vapour Pressure (ASVP) kpa EN ISO Vapour Pressure (DVPE) kpa EN ISO Research Octane Number (RON) - EN ISO Motor Octane Number (MON) - EN ISO DISTILLATION EN ISO 345 IBP C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO % v/v C EN ISO FBP C EN ISO Residue % vol EN ISO E7 % v/v EN ISO E1 % v/v EN ISO E15 % v/v EN ISO VLI COMPOSITION Sulphur mg/kg EN ISO 2884 <1 <1 1 <1 <1 <1 Paraffins % v/v EN ISO Olefins % v/v EN ISO Total Naphthenes % v/v EN ISO Aromatics % v/v EN ISO Total Oxygenates % v/v EN ISO Ethanol %vol EN == 9.28 == 9.97 == 5.1 Carbon % mass Hydrogen % mass Oxygen % mass EN == == 1.8 H/C - Calculated Lower Heating Value (LHV) MJ/kg DIN Lower Heating Value (LHV) MJ/litre Calculated Abbreviations that are specific to this table: ASVP Air Saturated Vapour Pressure DVPE Dry Vapour Pressure Equivalent E7, E1, or E15 % evaporated at 7 o C, 1 o C, or 15 o C FBP Final Boiling Point H/C Hydrogen to Carbon molar ratio IBP Initial Boiling Point LHV Lower Heating Value MON Motor Octane Number RON Research Octane Number VLI Vapour Lock Index

29 Figure A1.2 Distillation Curves Test Fuel Matrix 1% 9% 8% Fraction Evaporated 7% 6% 5% 4% 3% 1: Base Fuel 2: E1 Matched 3: 15% ETBE 4: E1 Splash 5: High Octane 6: E5 Splash 2% 1% % Distillation Temperature [ C]

30 APPENDIX 2 DETAILS OF THE ORIGINAL TEST PROTOCOL In this appendix the original test protocol is reported for reference purposes. When deviations from this test protocol for practical reasons were needed, these were discussed and agreed within the group. The objective of this protocol is to define a sound and repeatable way of measuring the short-term direct effect of fuels on regulated emissions and fuel consumption. Both hydrocarbon-only and oxygen-containing fuels will be tested in this study in order to evaluate the impact of oxygenate, especially ethanol, on vehicle emissions and fuel consumption. CO2 emissions should be measured for its own evaluation and for the calculation of fuel consumption from the carbonbalance equation. Other direct measures of fuel consumption (e.g. mass flow meter) may also be included. Regulated emissions should include exhaust HC, CO, THC, NMHC, CH4, and NOx using the methods prescribed by regulation. Measurement of particulate mass (PM) emissions may be required on some vehicles. The test procedure and protocols are based on the well-established EPEFE methods, simplified and modified where appropriate to the needs of this JEC Programme. In particular, the importance and potential impact of vehicle conditioning has been caref ully considered with respect to this specific test programme. When followed carefully by a qualified laboratory, these procedures will ensure sound test data and allow statistically valid interpretation, so that the effects of fuel changes on the test vehicle can be accurately assessed. It should be noted that fuel effects on emissions can be complex. A key finding of the EPEFE study was that the same fuel change can have different effects in different vehicles, so results obtained on a specific vehicle should not be generalised. Experimental Design 1.1 Test Fuel Matrix The ethanol used in this study for blending fuels must be anhydrous and should be checked for the presence of denaturants because there is evidence that some denaturants can have a detrimental effect on engine operation and performance. It is recommended, where possible, not to use denaturants or, if this is not allowed, to use denaturants with proven no -harm effects (e.g. petrol, MTBE, or ETBE). The test fuel matrix is designed to evaluate the impact of fuel properties on exhaust emissions from advanced gasoline light duty vehicles. The matrix is intended to separate the effect of ethanol from the effect of octane: 1. Base Fuel, 95 RON hydrocarbon-only fuel 2. E1 Fuel, containing 1% v/v ethanol, matched in VP and octane to Fuel 1 3. ETBE blend, 95 RON 4. E1 Fuel, containing 1% v/v ethanol but splash blended 5. Hydrocarbon-only fuel matching the octane of Fuel 4, the E1 splash-blended fuel 6. E5, containing 5% v/v ethanol but splash-blended. The rationale for the fuel matrix is as follows: Octane (RVP) Fuels 1, 2, 4, and 5 independently vary oxygen content 5 4 and RON to form a 2x2 factorial design. Fuel 3 tests an alternative oxygenate where ETBE is 6 used in place of ethanol. The 95 grade was chosen (subject to ability to source such fuel) as representing the main European gasoline grade. Fuel 6 provides a check on the linearity of any effect seen. The main fuel properties to be measured are listed below: Oxygen Measurement Density (kg/m³) RON MON DVPE (kpa) E7 (% v/v) Test Method (as specified in EN228) Fuel Property

31 E1 (% v/v) E15 (% v/v) FBP ( C) Aromatics (% v/v) Olefins (% v/v) Sulphur (mg/kg) Ethanol (% v/v) ETBE (% v/v) Carbon (% m/m) Hydrogen (% m/m) Oxygen (% m/m) Oxygenates content (% v/v) Oxygenates other than ethanol/etbe (% v/v) Water (mg/kg) LHV (MJ/kg) In order to improve the accuracy of the measured values of the test fuel properties, it is recommended that the fuel analyses are performed in more than one laboratory. If the measured values for a specific fuel property differ by more than the typical repeatability of the test method, the analysis of that fuel property should be repeated. All test fuels should be blended to meet all other requirements of EN 228.Annex 5 provides details designed to avoid problems with handling fuels containing ethanol, while the following sections provide more general fuel handling instructions. 1.2 Fuel Quantities The fuel should be supplied in 5-litre drums in order to minimise the loss of light components and to facilitate fuel handling (a 5-litre drum can be easily stored in a dedicated refrigerator before being used for testing). Based on the test procedure described in this test protocol, about 35 litres of fuel will be needed for each test. The number of kilometres required for the combination of the fuel adaptation procedure, the pre-test conditioning, the Type I test, the Artemis cycle, and the steady-state test is between 15 and 2 km. Even with a big car having a fuel economy figure in the range of 11 litres/1 km (e.g. BMW 7), 25 litres will be sufficient to complete all of the pre-conditioning and testing. This means that one 5-litre drum will be used for each test and the remaining 1-15 litres can be used to complete the conditioning of the fuel system in the next test with the same fuel. Considering 3 tests per fuel and per vehicle, nine 5-litre drums will be needed to complete the minimum number of tests envisaged by the protocol (3 test per fuel x 3 vehicles). If a fourth test is required for all the vehicles, a minimum number of 12 drums will be needed. This gives a total of 6 litres per fuel. To be on the safe side, 1 litres of each fuel should be blended. This will permit a maximum number of 6 tests per fuel and per vehicle. 1.3 Gasoline Handling and Storage Procedure This protocol describes the gasoline handling procedures to be used by the testing laboratory. Specific material compatibility, corrosion, and permeability issues related to ethanol are summarized in Annex 5. The testing laboratory should check the following items: Fuel shipment is complete Barrels are labelled Barrels are free from damage and leaks. If the fuel shipment is incomplete, not clearly labelled, or damaged, the fuel blender should be notified immediately. Under no circumstances should fuel from damaged barrels be used for testing. 1.4 Fuel Storage Barrels should be stored undercover to prevent exposure to direct sunlight and water contamination. Barrels should be stored in a cold area (below 5C) for a minimum of 12 hours immediately before decanting the fuel in order to minimise fuel vapour loss. This is the preferred fuel handling method, and can be performed by JRC as long as 5-litre drums are used. If it is not possible to store the test fuel below 5C prior to decanting, the fuel must be stored under a nitrogen blanket and an example of a suitable system is shown in Figure 1. Every effort must be made to minimise the loss of the gasoline light ends at all times because this can have a significant impact on the emissions test results. Figure 1 - Example of a Nitrogen Fuel Blanketing and Dispensing System for 1- and 25-Litre Volumes

32 Fuel Decanting It is recommended that a barrel tap be fitted to each barrel to allow safe decanting of the test fuel, with minimum vapour loss. Fuel must only be decanted if the barrel has been stored below 5C for a minimum of 12 hours. If it is not possible to store the test fuel below 5C prior to decanting, the fuel must be stored under a nitrogen blanket. An example of a suitable system is described in Figure 1. Every effort must be made to minimise the loss of the light ends of the gasoline at all times as this may have a significant effect on the emissions test results. The testing laboratory should complete a visual inspection of the decanted fuel to confirm that the fuel is free from contamination and is clear and bright in appearance. All containers should be clean before they are used. 1.7 Excess Fuel Under no circumstances should excess fuel be returned to the barrel after testing. 1.8 Test Protocol To ensure that sufficient and reliable data are obtained to determine fuel effects, it is important that: 1. true (long term) repeat tests are conducted 2. the order of the test fuels is randomised to avoid bias due to engine drift 3. sufficient and appropriate vehicle conditioning is performed to compensate for the continual changes in test fuels. The number of long-term repeats has been determined to ensure the desired discrimination of fuel effects. The more repeats that are included, the smaller will be the fuel differences that can be measured with statistical significance. Short-term (back-toback) repeats have been excluded to allow more long term repeats to be achieved. If the difference between two tests on the same fuel is too large, additional tests must be run to verify the result, using the criteria shown below. The testing order described in the schedules below represents a single test 'block'. Multiple blocks must be run to provide longterm repeat data. Based on a statistical evaluation of the number of repeats needed to distinguish a 1.7% fuel consumption effect for the design fuel parameters, 5 blocks of data will be run for the fuel matrix. Additional blocks may be added after evaluation of the data, if necessary, and if agreed by the JEC Team. The test order must be randomised to prevent bias due to vehicle drift or other time-related effects. The random order shown in the table below is for illustration only. A separate random order must be used for each block of testing and each vehicle. Tables of random test order are shown in Annex 4. A recommended testing schedule for the six fuels is shown here 5 : 5 Note: It is not possible to arrange the design so that each successive set of 6 tests includes the 6 fuels, without using a cyclical order such as:

33 Monday Tuesday Wednesday Thursday Friday Week Week Week Week Week Week Each fuel should be tested five times, once on each day of the week. 1.9 Repeat Test Criteria On completion of the prescribed number of test blocks, the repeatability of the data on each fuel will be checked according to the criteria shown below. The ratio of the highest emission and the lowest emission over all the test blocks is measured for each fuel separately. Where this ratio exceeds the figure in the appropriate table, a further repeat test must be run. This may be run at the end of the test series, or if it is evident earlier that a repeat will be needed, it may be inserted earlier in the sequence. If following this procedure, the variability of the results is still large, the JEC Team will consider whether further repeats are desirable. In general, if there is an equipment failure or the test is invalidated for any reason, the test should be repeated immediately. This repeat should include the normal fuel change procedure and conditioning, even though the same fuel is being used. Otherwise, individual tests that are identified as falling outside of the criteria given in the tables below, should be repeated at the end of the test programme This would not be satisfactory since the fuels would always be tested in the same order.

34 Criteria for evaluation where 3 blocks of tests are run Ratio of highest to lowest emission on the same fuel Fuel Consumption CO2 CO THC NOx Criteria for evaluation where 4 blocks of tests are run Ratio of highest to lowest emission on the same fuel Fuel Consumption CO2 CO THC NOx Criteria for evaluation where 5 blocks of tests are run Ratio of highest to lowest emission on the same fuel Fuel Consumption CO2 CO THC NOx The above criteria are based on the repeatability data from a previous CONCAWE vehicle testing programme. In the above tables, if, at the end of the test programme, the ratio of any 2 test results on the same fuel (larger/smaller) is greater than the criteria, then an additional emissions test should be carried out. If three pairs of results now meet the criteria, then no further tests are needed. If this test fails, then an additional emissions test should be carried out. 1.1 Test Vehicles The objective of this testing is to evaluate fuel effects on vehicles of current technology, so that the results can be related to the existing vehicle parc. These will include a mixture of vehicle and engine technologies, as described below. Test vehicles will be selected on the basis that they are certified to meet the Euro 4 emissions regulations and are less than 2 years old. The test vehicle selection will be agreed by the JEC Team according to the availability of the different vehicle technologies. Initial thoughts are that the fleet should include A PFI engine that is insensitive to octane A VVT vehicle to check the effect of throttling A vehicle optimised for 98 RON in order to take advantage of a higher octane number and the cooling effect of ethanol Test Vehicle Preparation 1. The test vehicle shall be presented in good mechanical condition and preferably have completed at least 8 km on the fuel recommended by the manufacturer prior to testing. This must be done in order to ensure that the catalyst is adequately aged and that the engine combustion chamber deposits have stabilised. This initial mileage accumulation can be carried out on the road or on a mileage accumulation dynamometer. If the vehicle has been left stationary for more than 5 days it should be driven at least 1 km immediately prior to commencing the test sequence. All driving must be representative of road conditions. The vehicle s battery should be in good condition so that the EMS does not experience power failure during the programme. If the battery is disconnected while work is being performed on the vehicle, it should be done only before Step 2. JRC requests that the vehicles are supplied in the above condition, with the vehicle having completed at least 8 km. The vehicles must have run on a Euro 4 specification (EN228) gasoline containing a commercial detergent for all of this driving period. The maximum vehicle age is limited to two years, and a corresponding maximum mileage should not exceed 3, km. 2. The engine oil, oil filter, and air filter should be changed. The oil must be aged by driving a minimum of 5 km on the road or mileage accumulation dynamometer; this can be included in the 8 km pre-test mileage accumulation as described in 1, thus the vehicle can be supplied to JRC after completing 75 km. The fuels used for the oil ageing should contain a commercial detergent additive package. A suitable fuel will be supplied by CONCAWE. The engine oil should be changed to a reference oil (to be decided) the grade of which should be as recommended by the vehicle manufacturer, and appropriate for normal vehicle service. A sample of the reference oil must be kept for subsequent analysis. 3. Before commencing the test programme, the emissions performance of the test vehicle must be measured and confirmed to meet the emissions limits for which the vehicle was certified and the published fuel consumption/co 2 data. The vehicle supplier should provide appropriate and verifiable road-load data for the dynamometer setting. For

35 this purpose, the test procedure appropriate to the certification should be used which should be based on true, and not simulated, road-load data. A fuel which is representative of a certified reference fuel should be used for this evaluation. At least two repeat tests should be run to ensure that the vehicle is properly stabilised. The JEC Team will assess the outcome of these tests before proceeding with the main programme. Vehicles are to be prepared in strict accordance with the ECE15+EUDC test procedure with the following additional requirements. 4. The fuel tank must be modified to accept a drain valve to allow the tank to be completely emptied between test fuels. Where it is not possible to fit a drain valve in the bottom of the fuel tank due to safety reasons, it is recommended that the fuel pump/fuel tank sender module be modified to accept an additional pipe, located so as to allow the tank to be drained by means of a separate suction pump or an equivalent procedure to ensure the fuel is completely drained. Advice from the manufacturer is necessary; they should know whether using the vehicle own pump the tank is completely drained. If a drain valve has to be fitted to the tank, this will be done by the manufacturer or by JRC. If this modification is done by JRC, then it must be authorised by the manufacturer) 5. The setting of the engine and of the vehicle's controls shall be those prescribed by the manufacturer and should be checked and adjusted if necessary. Any changes should be recorded immediately prior to testing. No further adjustments are permitted during the test programme. If downtimes of >3 days occur during the test programme, rechecking of the vehicle settings is required. 6. The tyre pressures should be checked and set to the manufacturer s recommendation for use on the road. For the tes t programme on the dynamometer, the cold tyre pressures should be set to 3.5 bar. The pressure of the tyres should be checked frequently. 7. The variation in RVP within the main fuel matrix is sufficiently small so as not to significantly influence the operation of the evaporative emissions control system. As such, the carbon canister/evaporative emissions system must remain connected and functioning throughout the test programme. In order to reduce variability, the carbon canister will be changed every time the fuel is changed to a new test fuel. 8. The appropriate coast down characteristics for the vehicle should be obtained or determined. The curve prescribed by current legislation can be used only if these data cannot be obtained through JEC contacts. In addition, dynamometer road-load data should be set and adjusted to the corresponding inertia class of the vehicle. It is recommended that periodic checks are carried out throughout the programme to ensure consistent dynamometer performance e.g. by performing a vehicle coast-down (gear in neutral, clutch pedal raised). Variations in vehicle run down characteristics (carried out at the same condition) must be corrected and recorded. However, every effort should be made to avoid changes to dynamometer settings in the middle of a block of test fuels. 9. The test equipment must be in accordance with the appropriate regulations. All calibrations shall be conducted prior to the test programme according to the provisions of and the test laboratory's internal quality assurance system. Recalibration should be avoided during the test programme and any necessary changes must be recorded. 1. The calibration reports shall be filed at the test laboratory for a period of 6 months after the end of the test programme and shall be available for inspection upon request. Daily Test Schedule 1.12 Test Outline The principles of the test design are explained in Annex 2. For each emissions test, it is important that the vehicle is pres ented and prepared in exactly the same way so that a true comparison of fuel effects is obtained. The sequence of events is 1. Change test fuel 2. Condition vehicle/engine 3. Cold soak vehicle 4. Fuel economy and emissions tests All of these steps must be performed in a controlled and repeatable manner. Note that for vehicles equipped with NOx storage catalysts, the NEDC test cycle is augmented by steady state and idle tests. Target: fuel consumption and regulated emissions are essential. Other measurements should be included if they can easily be collected but the quality of the fuel consumption and regulated emissions should not be compromised. Fuel consumption & regulated emissions (NOx, CO, THC, NMHC, CH4) Unregulated emissions (e.g., aldehydes and ethanol if the analyzer is available) PM mass emissions (where applicable)

36 1.13 Test Cycles Target: half-day testing per vehicle. Cold New European Driving Cycle (NEDC) Real world Cycle. The US6 cycle will be used. The start conditions must be controlled in a repeatable manner, either through strict timing between cycles or through control of lubricant temperature. Steady state. A steady test cycle divided in maximum three different phases will be defined. This will be run as a single continuous test procedure, ensuring consistent timing between the three phases. The start conditions will be controlled, as for the start of the real world cycles. For example, the vehicle could be driven for 1 minutes at 5 km/hr, then for 1 minutes at 9 km/hr and finally for 1 minutes at 12 km/hr. Gas samples would be taken for a certain period of time (e.g. the last 5 minutes) at each constant speed condition. Detailed instructions are given in Annex Measurements Fuel Consumption (calculated using the carbon balance equation and the appropriate CWF fuel) and CO2. Regulated emissions capability of FID to measure THC. The FID is calibrated with propane. In order to estimate the possible error due to a different response of the FID to oxygenates, a calibration gas containing oxygenates compounds could be used. The possible gas composition needs to be considered. Modal data. There is concern that extracting the raw exhaust gas for the modal data recording could introduce errors and possibly greater variability in the bag measurements. Although the correction made for this loss in exhaust gas may still leave an error in the regulated measurement, the addition of greater variability is less obvious. It is a trade-off between this potential downside and the additional emissions information recorded during the test that can be used for diagnostic purposes. In order to minimize sources of variability in the fuel consumption measurements, modal data will not be taken and auxiliary measurements (such as, lubricant temperature, etc.) that are routinely collected by the JRC Lab will be used for diagnostic analysis. EMS data should be recorded using generic or dedicated diagnostic tools, as made available. Unregulated emissions: PM Emissions: Due to the expected low mass emissions, only one filter (primary without secondary) will be used for the whole cycle using the PMP procedure. Aldehydes (acetaldehyde and formaldehyde): If possible, this will be done using Sepak cartridges that can be stored in the fridge for some time before analysis. VOC Speciation (including ethanol). This will be done if the analyser is available for this programme. Test Data Reporting 1.15 Test Results A test report should be submitted for each individual emissions test, using a format substantially similar to, and containing all the information shown, the example shown in Annex 2. Raw exhaust emissions at tailpipe should be measured and reported on CD-ROM Test Result Summary A summary table should be provided in electronic form showing the emissions results for the whole programme. Resul ts should be presented for fuel consumption and CO 2, the regulated pollutants HC, CO, NOx, THC, NMHC, and CH4, and unregulated emissions and PM (where applicable).

37 ANNEX1 Procedure for Evaluating Instantaneous Fuel Effects on Emissions A flow chart for the test procedure is shown in Figure A A1.1 Test Sequence Start The testing laboratory must follow the pre-determined test order specified in the relevant setcion. In order to help minimise test variability, all emissions tests for a given test vehicle must be conducted on the same dynamometer. Since drivers can have a significant impact on the emissions tes t results, the testing laboratory is encouraged to us e the same driver or nominated st andin throughout the test programme. If possible, all conditioning should also be carried out on the same dynamometer with the same driver. Every effort should be made to ensure the consistency of the testing and any anomalies must be recorded on the test data log A1.2 Drain Fuel Remove all fuel from the fuel tank by means of the low point drain fitted during the vehicle preparation or, preferably, using the vehicles own fuel pump to minimise the remaining fuel. The manufacturer should advise on this point; a layout of the tank cou l d be helpful. It is vital that as much fuel as possible is removed at this stage to minimise the cross contamination of the various fuel blends being tested. Alternative fuel handling procedures may be used, but should be discussed and agreed in advance. The carbon canister should be changed each time the fuel is changed to a new test fuel A1.3 1-litre Fill Fill the vehicle fuel tank with 1 litres of the new test fuel. Carry out the fuel fill as quickly as possible and ensure tha t the fuel filler cap is replaced immediately to minimise evaporative losses. 1.2 A1.4 5 Minutes Idle Start the engine and idle for 5 minutes to allow the new test fuel to flush the fuel injection system thoroughly A1.5 Drain Fuel Remove all fuel from the fuel tank by the same means as in Step A1.2. It is vital that as much fuel as possible is removed at this stage to minimise cross-contamination of the various fuel blends being tested. In order to minimise a possible carry -over effect, the steps A1.3-A1.5 could be repeated twice A litre Fill Fill the vehicle fuel tank with 25 litres of the new test fuel. If more fuel is used, the impact of the higher-temperature fuel return on vapour generation within the tank will be reduced. The 25-litre fill must be used even if the vehicle fuel system is return-less. Carry out the fuel fill as quickly as possible and ensure that the fuel filler cap is replaced immediately to minimise evaporative losses A1.7 Is a Sulphur Purge Needed? For emissions tests on fuels having ultralow and constant sulphur levels, sulphur purging is not required A1.8 Vehicle Adaptation to Fuel Change The car should be driven at conditions that will allow the necessary adaptation to fuel change to occur. This will depend on the vehicle, but one cycle of adaptation will typically include 5-1 minutes of stabilised cruise at 6 mph (1 kph), followed by idle for 3 minutes. (Note that the driving must be smooth to allow the systems to stabilise). This procedure should be completed 2 to 3 times, preferably in the test lab. There should then be a key-off cycle (and wait for 2 minutes) to ensure that these adaptations have been learnt and saved before the emissions test conditioning phase begins. Adaptation may be monitored by using a scan tool connected to the OBD port. Parameters such as the fuel trim will indicate that the adaptation is complete. The EVAP programme showed that the vehicle pre-conditioning prescribed by the legislation (3 UDC+3 EUDC in total) is not sufficient to thoroughly purge the canister after it has been loaded during a diurnal EVAP test. However, since the vehicle i s these tests will be kept at a constant temperature of about 2 C, fuel evaporation will be very limited and the canister should not be significantly loaded unless the fuel vapour pressure is well above 7 kpa. Moreover, this protocol requires a fuel adaptation procedure in which the vehicle is driven for about 3 minutes at 1 kph. This is should be sufficient to purge the canister A1.9 1 ECE EUDC Test Cycles to Condition Carry out one ECE and two consecutive EUDC test cycles according to the emissions test procedure, but do not take exhaust gas samples. These test cycles are to ensure that the vehicle is fully conditioned on the test fuel before starting the first emi ssions test A1.1 Cold Soak The vehicle must be soaked according to the ECE+EUDC test procedure ensuring that the soak period is restricted to hours. If the vehicle is soaked for longer than this period (for example, on Mondays following a weekend period), the vehicle will be tested and the data analysed separately to determine whether the variability is significantly different from that in which the

38 12-18 hour soak period has been used. The JEC Team will discuss these data and agree any necessary adjustments to the test procedures and analyses A1.11 Soak and Test Conditions The soak and test temperatures must be in the range 2-3 C. Every effort should be made to minimise the temperature variation during the test programme to within a range of 3 C. Humidity levels should be kept constant as far as is practical A1.12 ECE15 (11sec) + EUDC Emissions Test Record the engine coolant temperature and oil sump temperature immediately before starting the test. Carry out the NEDC emissions test according to the legislated test procedure, according to the recommendations of the NEDC (start sampling on crank and 11 second idle) A1.13 Emissions Measurements Collect one bag sample for the ECE and one bag sample for the EUDC test for regulated emissions (CO, HC, NOx and CO2), plus any other agreed measures, such as THC, NMHC, CH4, and PM (using the PMP procedure). Auxiliary measurements should also be made to enable a diagnostic interpretation of engine conditions. 1.3 A1.14 Other Test Cycles Conduct other real-world and steady-state tests as agreed by the JEC Team A1.15 Is The Fuel Matrix Complete? Return to Step A1.2 and continue testing according to the appropriate test order until the test programme has been completed A1.16 Check to See If More Repeats Are Needed Please refer to the Test Protocol to determine which test fuels meet the repeat test criteria. Those fuels that require further tests must be highlighted beforehand and tested. Additional repeats must be carried out in a random order rel ative to the previous testing order, i.e. no two fuels should be tested in the same order A1.17 Stop When the testing is complete, the test results should be reported to the JEC Team according to the format set out in Annex2.

39 Figure A: Flow chart for testing Light Duty Gasoline Vehicles 1. TEST SEQUENCE START 2 DRAIN FUEL 8. VEHICLE ADAPTATION 9. 1 ECE EUDC CYCLES TO CONDITION 1. COLD SOAK 11. SOAK AND TEST CONDITIONS LITRE FILL OF NEW TEST FUEL 5 MIN IDLE DRAIN FUEL ECE (11s) + EUDC TEST 13. EMISSIONS MEASUREMENTS 6 25-LITRE FILL NO 14. OTHER TEST CYCLES 15. IS FUEL MATRIX COMPLETE? NO 7. SULPHUR PURGE NEEDED? YES YES 16. CHECK FOR MORE REPEATS NO 17. STOP

40 ANNEX2 Test Report for Light Duty Vehicles (Example) The data should be presented in a flat file format: For the summary results file, each test should occupy a single line (row) in the spreadsheet with sufficient columns to fully define the test parameters and all the resulting data. An example of a test report is below. Different file formats may be appropriate for additional data such as speciated HC and aldehydes. Ti me- related data (e.g. modal data and EMS data) may be most easily stored in one file per test. These file names must either be linked to the test number given in the summary file or be listed separately within the summary file. LIGHT DUTY EMISSIONS TEST REPORT Sheet 1 of 2 DRIVE CYCLE: ECE(11s)+EUDC VEHICLE ID: XY27 COMPANY: ANOEM MODEL: EUROCAR GASOLINE/DIESEL DIESEL ODOMETER (km): 8 TEST No: OEM-X1-EA5-1a FUEL CODE: ABnn DATE: DD/MM/YY CARBON (MASS%):,87 DRIVER: A DRIVER OIL CODE: RLxxx DYNAMOMETER: PC1 COOLANT TEMP(C): 22, INERTIA (kg): Xxxx OIL TEMP (C): 22,2 LOAD SETTINGS: X1, x2, x3 ECE EUDC ECE+EUDC ECE EUDC ECE+EUDC Bag 1 (g) Bag 2 (g) Per Test (g) g/km g/km g/km HC,,,,,, NOX,,,,,, HC+NOX,,,,,, THC CO,,,,,, NMHC CH4 PM,,,,,, CO2,,,,,, Fuel Consumption,,,,,, FUEL CON (l/1km),,, (93/116/EEC)

41 LIGHT DUTY EMISSIONS TEST REPORT Sheet 2 of 2 RAW DATA ECE EUDC ECE+EUDC CELL CONDITIONS PM LOADING (mg),,, ABS PRESS (mbar), DISTANCE (km),,, CELL TEMP (C) (start of, test) CVS VOLUME (l),,, REL. HUMIDITY (%), AMBIENT HC (ppm,, GAS MTR. TEMP (C), PROPANE) AMBIENT CO (ppm),, COMMENTS TEST VALIDATION TEST ENGINEER:... DATE: TECHNICIAN:... DATE:

42 ANNEX3 Planning Guideline (For Information Only) Minimum Number of Tests Needed for Statistical Significance (based on the test-to-test variability found in the CONCAWE gasoline emissions programme 23) Assumptions: Volumetric fuel consumption (calculated from the Carbon Balance method) is the key measurement from the test programme. The standard deviation of volumetric fuel consumption is the same as that achieved in a previous CONCAWE gasoline test programme: o o Standard deviations as low 1.1% to 1.5% (Car A) and as high as 2.2% to 3.7% (Car C) were measured on different vehicles in the two phases of this test programme. A standard deviation of 1.5% is assumed to be representative of current vehicles and vehicle testing. Comparisons will be made on an individual vehicle basis. The response of individual vehicles may not be sufficiently consistent to combine the data. Comparisons will be made between individual pairs of fuels, or for the E, E5 and E1 splash blend fuel series. The difference in fuel consumption between fuels is estimated based on the change in energy content: o A 3.5% difference is estimated from that energy content of E1 against E. o A 1.7% difference is estimated from that energy content of E5 against E Estimated Test Requirements To achieve resolution of a 3.5% FC difference, 2 or 3 long-term repeat tests will be required. To achieve resolution of a 1.7% FC difference, at least 5 long-term repeat tests will be required. If the actual fuel consumption difference is less that that anticipated, it may not be detected when using the minimum number of tests.

43 ANNEX4 Tables of Random Test Order A separate random test order must be used for each vehicle tested, and each block of tests on the same vehicle. Take random test orders from the following tables. Each horizontal line shows the fuel order for a single block of tests. For each vehicle, start at the top and work down until the list is exhausted. If extra blocks are needed, then start again at the top. Table A4-1 1 Blocks of Random Test Orders for the Full Matrix (Fuels F1-F6) ANNEX5 Materials Compatibility, Corrosion, and Permeability Only the fuel distribution system is considered in this section, and not the fuel system components commonly used on vehicles. With respect to the compatibility with materials typically used in fuel supply and distribution systems, ethanol is different from fuel hydrocarbons in three important ways: o o o The presence of the polar hydroxyl (-OH) group, The relative size of the ethanol molecule, and The higher conductivity of ethanol (and of ethanol/gasoline blends). Because of these differences, various components in the fuel distribution system may be less compatible with ethanol/gasoline blends than they are with hydrocarbon-only fuels. 1. Many fuel system el astomers that have excellent compatibility with hydrocarbon -only fuels are themselves characterized by polar constituents. These constituents contribute to the stability of the elastomer through hydrogen -bonding and other interactions. These interactions may be vulnerable to substitution by the hydroxyl group of the ethanol. For this reason, some elastomers can lose their structural integrity over time due to the loss of stabilizing hydrogen bonding interactions when the elastomer is exposed to ethanol/gasoline blends. Ethanol can also extract pl asticizers in the elastomers, reducing the flexibility and toughness of the elastomer products. Fuel system compo nents such as seal s, gaskets and piping that are made from polymers and elastomers must be designed to retain their structural integrity, strength and flexibility after extended exposure to ethanol/gasoline blends. 2. Because ethanol is a smaller and more polar molecule than MTBE, ETBE, and other oxygenates, there is a lower energetic barrier for ethanol diffusing into and through elastomeric materials. Over time, ethanol can accumulate in these materials, causing them to swell and soften, leading to an overall weakening of the elastomeric structure. 3. In comparison to hydrocarbons, ethanol has a high conductivity and contains an active oxygen functionality. This can contribute to corrosion and wear problems of some metal components. Furthermore, the suspension o f water within the ethanol /gasoline blend may enhance rusting and/or galvanic corrosion. The tendency of ethanol to loosen varnish and gum deposits can also have a significant impact. By loosening these deposits, ethanol may accelerate wear of metallic components that are in regular contact with fuel by scouring internal surfaces with suspended particles. The use of corrosion inhibitors can help mitigate this problem al though the compatibility of these additives with ethanol/gasoline blends must be thoroughly evaluated. Tables 1 and 2 provide an overview of materials that are either recommended for use or should be avoided when handling ethanol or ethanol/gasoline blends.

44 Table 2 Recommendations for Materials Considered for Use in Ethanol and Ethanol/Gasoline Blend Applications Material Recommended Not Recommended Metals Elastomers Polymers Others Carbon steel with post-weld heat treatment of carbon steel piping and internal lining of carbon steel tanks 6 Stainless steel Bronze Aluminium Buna-N (hoses & gaskets) Fluorel Fluorosilicone Neoprene (hoses & gaskets) Polysulfide rubber Viton Acetal Polypropylene Polyethylene Teflon Fibreglass-reinforced plastic Paper Leather Zinc and galvanized materials Brass Copper Lead/tin coated steel Aluminium (may be an issue for E1) Buna-N (seals only) Neoprene (seals only) Urethane rubber Acrylonitrile-butadiene hoses Polybutene terephthalate Polyurethane Polymers containing alcohol groups (such as alcohol based pipe dope) Nylon 66 Fibreglass-reinforced polyester and epoxy resins Shellac Cork This list is not comprehensive and the quality of the material must be appropriate for the intended application. It is strongly advised that the manufacturers of these products are consulted before ethanol or ethanol/gasoline blends are introduced. 6 During the past decade, there have been some reports of stress corrosion cracking of unlined carbon steel storage tanks and non-heat-treated piping in contact w ith fuel ethanol. At the time of this w riting, the American Petroleum Institute (API) is preparing a recommended practice related to ethanol storage.

45 Table 3 Compatibility of Ethanol with Materials Commonly Used in Fuel Distribution Systems Item Recommended Not Recommended Containment system (around tank and loading racks) Tanks used for E5 Tanks used for E1 Pumps used for E1 Pipe sealants used for E5 and E1 Meters used for E5 Meters used for E1 Fuel Filters for E5 Hoses used for E5 Hoses used for E1 Nozzles used for E5 Mild steel Fibreglass-reinforced plastic (newer types) May require a tank constructed of a special chemical resin Carbon & ceramic seals Teflon-impregnated packing materials Teflon tape When first converting to ethanol/gasoline blends, it is advisable to recalibrate meters after 1-14 days to ensure that the fuel change has not caused any meters to over-dispense Internal O-rings & seals should be selected that are specifically designed for use with ethanol It may be necessary to change the fuel filter shortly after converting to ethanol/gasoline blends. Once the dispensed fuel is clear and bright, the filter life should be similar to those in regular gasoline applications. No problems reported Contact the manufacturer No problems reported Clay liners. Ethanol may dry out the liner and allow cracks to develop Some lining materials commonly used to prevent small leaks such as older types of epoxy or polyester resin-based materials. If a tank is relined, the manufacturer should be contacted for advice. Alcohol based pipe sealants Ethanol can dissolve the glue in filter elements that are not specifically designed for this service Filters containing shellac In this table: The term E1 refers to pure or denatured ethanol. The term E5 refers to blends of motor gasoline containing up to 5% v/v ethanol (EN228).

46 ANNEX6 Assessment of Fuel Matrix Options The fuel matrix proposed for the CONCAWE FE/STF/2 ethanol programme will test 5 fuels (1, 2, 4, 5 and 6) plus a sixth fuel ( 3) which contains ETBE. The aim is to measure the effects of oxygen (i.e. EtO H content), Octane and RVP by fitting multiple regressions models of the form y = a + b.oxygen + c.octane + d.rvp to emission or fuel consumption measurements y. It is assumed that fuel (3) will be excluded from this modeling process. The fuels proposed are tabulated below FUEL OXYGEN OCTANE RVP where and 1 denote the low level and high level of each factor. Fuels 1, 2, 4, 5 and 6 in the table above do not form an orthogonal set. Plotting the fuels in 2d and 3d below, we see that w hile the levels of oxygen and octane form a nice orthogonal square with a centre point, oxygen and octane are not orthogonal to RVP. Therefore, we considered adding an extra fuel (7) to the fuel matrix which like fuel (5) is low in oxygen and high in octane, but unlike fuel (5) is high in RVP. The table below compares the likely standard errors of the coefficients a, b, c and d in the model above for different fuel subsets for a notional emission, assuming similar levels of variability in each case Fuel set Intercept Oxygen Octane RVP E t O H s t u d y - F u e l m a t r i x O X Y G E N * R V P O C T A N E * O X Y G E N F U E L O C T A N E * R V P

47 EtOH study - Fuel matrix FUEL OCT A NE OXYGEN.5 1. RVP The lowest SEs are of course observed when all six fuels are tested as there is more data. If resources constrain us to 5 fuels, then replacing fuel (6) in the original matrix by fuel (7) is not helpful as fuel (6) helps disentangle Octane and RVP (see 2d Octane*RVP plot). Replacing fuel (5) by fuel (7) makes the Octane and RVP correlation even worse. The only realistic options, therefore, are to test the original 5 fuels (1, 2, 4, 5, 6) or the six fuels (1, 2, 4, 5, 6, 7), plus fuel (3) in each case. The improvement in the SE of the effect of oxygen is 16% with a 12% improvement for RVP. This needs to be traded off against the cost of testing the extra fuel which could in turn mean testing 2 cars instead of 3. The case for including fuel (7) in the matrix is not particularly compelling and it certainly should not be used in place of fuels (5) or (6). Even though fuel (6) is a 5:5 mix of fuels (1) and (4), it is expected to be high in RVP and hence has been assigned a nominal RVP value of 1. rather then.5. The high RVP is helpful for modeling purposes. Recommendation: No change to the fuel matrix. Test fuels (1, 2, 4, 5 and 6) plus fuel (3). Prepared by P.J. ZEMROCH at the request of CONCAWE FE/STF-2.

48 APPENDIX 3 ADDITIONAL FUEL CONSUMPTION RESULTS Figure A3.1 helps to explain the right-hand plots in Figures 11 and A3.2-A3.5. The plots in Figures A3.2 to A3.5 show the average fuel consumption (FC) over the US6 SFTP and the three steady state cycles in the same format as the plots in Figure 11 over the NEDC. In each figure, the left-hand plots show the measured FC (in l/1km) for all three vehicles at the chosen test condition plotted against the Volumetric Lower Heating Value (VLHV in MJ/l) of the test fuel. The error bars show approximate 95% confidence limits for the true FC and the solid line is a best fit through the data points. The (negative) correlation between the FC and VLHV is strong for all vehicles and test conditions, with volumetric FC decreasing as the energy content of the fuel increases. In the right-hand figures, the percent change in volumetric FC is plotted versus the percent change in [1/VLHV] relative to the base fuel. The solid black line is a best fit through the data points and through the origin defined by Fuel 1, with the slope of the line indicated. The dashed lines show 95% confidence limits around the best fit line. Finally, the red line is a one-to-one correlation line. In Figure A3.1, four different regimes separated by the red and blue lines can be identified by comparing the black best fit line (or the data points) with the red one-to-one correlation line. The one-to-one line is the expected FC change from the change in energy content. Regime A: in this regime, the % change in FC is larger than expected based on the % change in energy content of the fuel; Regime B: the % change in FC is smaller than expected based on the % change in energy content of the fuel Regime C: the % change in FC is larger than expected based on the % change in energy content of the fuel; Regime D: the % change in FC is smaller than expected,. Results in regimes B and C demonstrate better than expected FC performance which means that the vehicle s powertrain is taking advantage of the fuel properties and FC is less or more than expected. In regime A FC is higher than expected and in regime D FC reductions are less than expected. Figure A3.1 Picture showing the % change in FC versus the % change in 1/VLHV. The letters A D identify different % FC versus % 1/VLHV regimes. In the following figures, the data in the left-hand plots show that the volumetric FC over the US6 cycle and three steady-state speeds decreases as the fuel s energy content increases. There is no evidence in the right-hand plots to suggest that the use of oxygenates as gasoline blending components provides a FC benefit when expressed on an energy content basis for any vehicle or test condition with all the one-to-one lines falling within the 95% confidence limits. This is somewhat different from the NEDC results in Section 7.1 where a small benefit was seen in Vehicle 2 and, to a lesser extent, in Vehicle 1.

49 Figure A3.2 Average fuel consumption over the US6 (in l/1km) versus the fuel s Volumetric LHV and the percentage change in FC versus the percentage change in 1/VLHV Fuel Consumption Vehicle E1 Splash 8. 15% ETBE 7.9 E5 Splash E1 Match 7.8 Base Fuel High Octane Volumetric Lower Heating Value % Change in FC High Octane Vehicle 1 Base Fuel E5 Splash 15% ETBE y = 1.11x E1 Match E1 Splash % change in (1/ VLHV) Fuel Consumption Vehicle Volumetric Lower Heating Value % change in FC Vehicle 2 y =.93x % change in (1/VLHV) Fuel Consumption Vehicle Volumetric Lower Heating Value % change in FC Vehicle 3 y =.83x % change in (1/VLHV)

50 Figure A3.3 Average fuel consumption at 5km/h (in l/1km) versus the fuel s Volumetric LHV and the percentage change in FC versus the percentage change in 1/VLHV Fuel Consumption 4.3 Vehicle E1 Splash 15% ETBE 4.1 E5 Splash Base Fuel 4. E1 Match 3.9 High Octane Volumetric Lower Heating Value % change in FC High Octane Vehicle 1 Base Fuel 15% ETBE E1 Splash E5 Splash y = 1.24x E1 Match % change in (1/VLHV) 4.3 Vehicle 2 5 Vehicle 2 Fuel Consumption % change in FC y = 1.x Volumetric Lower Heating Value % change in (1/VLHV) 4.3 Vehicle 3 5 Vehicle 3 Fuel Consumption % change in FC y = 1.6x Volumetric Lower Heating Value % change in (1/VLHV)

51 Figure A3.4 Average fuel consumption at 9km/h (in l/1km) versus the fuel s Volumetric LHV and the percentage change in FC versus the percentage change in 1/VLHV Fuel Consumption 5.8 Vehicle E1 Splash % ETBE 5.3 E1 Match E5 Splash Base Fuel High Octane Volumetric Lower Heating Value % change in FC Vehicle 1 E1 Splash 15% ETBE E1 Match E5 Splash High Octane y = 1.21x Base Fuel % change in (1/VLHV) Fuel Consumption Vehicle Volumetric Lower Heating Value % change in FC Vehicle 2 y = 1.37x % change in (1/VLHV) Fuel Consumption Vehicle Volumetric Lower Heating Value % change in FC Vehicle 3 y = 1.14x % change in (1/VLHV)

52 Figure A3.5 Average fuel consumption at 12km/h (in l/1km) versus the fuel s Volumetric LHV and the percentage change in FC versus the percentage change in 1/VLHV Fuel Consumption E1 Splash E1 Match Vehicle 1 15% ETBE E5 Splash Base Fuel High Octane Volumetric Lower Heating Value % change in FC High Octane Vehicle 1 Base Fuel y = 1.6x 15% ETBE E1 Splash E5 Splash E1 Match % change in (1/VLHV) Fuel Consumption Fuel Consumption Vehicle Volumetric Lower Heating Value Vehicle Volumetric Lower Heating Value % change in FC % change in FC Vehicle 2 y = 1.19x % change in (1/VLHV) Vehicle 3 y = 1.7x % change in (1/VLHV)

53 APPENDIX 4 PM AND PN UNREGULATED EMISSIONS Regulatory limits for particulate mass (PM) and particle number (PN) emissions from gasoline vehicles were only introduced with the Euro 5/6 regulation and therefore do not apply to the Euro 4 veh icles tested in this study. Nevertheless these emissions were measured for the three vehicles tested in this programme in order to obtain some preliminary information on potential driving cycle and fuel effects. PM was measured only over the NEDC and US6 cycles and was not measured during the short sampling period of the steady state tests because the PM mass was expected to be too low to be reliably measured. Emissions were in fact measured at each constant speed only for five minutes, compared to the 1 or 2 minutes of the cycles. In addition, the measurement could be biased by artefacts due, for example, to water condensation especially at high speed (12 kph) when the dilution ratio reaches its minimum value. Figure A4.1 Average PM emissions for all vehicles, fuels and driving cycles PM (mg/km) Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 NEDC US6 5kph 9kph 12kph The PN emitted by the vehicles was also measured following the PMP methodology. From previous development work, it is known that the PMP-compliant particle counting systems measure only the number of solid particles because the volatile particle remover (VPR) removes the volatile fraction before counting. Sampling was conducted according to the current legislation. The exhaust gas was primarily diluted and conditioned following the Constant Volume Sampling (CVS) procedure. The CVS tunnel was equipped with high efficiency filters and an activated carbon scrubber for particles and hydrocarbons that reduce particle contributions from the dilution air to near zero levels (99.99% reduction of particles with size diameter of.3 μm). The temperature of the dilution air was conditioned to 23±1 C during all tests. Figure A4.2 Average PN emissions (using geometric means) for all vehicles and driving cycles

54 1E+13 1E+12 1E+11 1E+1 1E+9 1E+8 PN (#/km; geometric means) Fuel 1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Background NEDC US6 5kph 9kph 12kph

55 NOx (g/km) CO (g/km) NOx (g/km) CO (g/km) APPENDIX 5 AVERAGE FUEL EFFECTS ON REGULATED EMISSIONS A5.1 NOx (left) and CO (right) emissions for all driving cycles and vehicles NOx (g/km) - NEDC CO (g/km) - NEDC Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.25 NOx (g/km) - US6 5 CO (g/km) - US Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Note the change in y-axis scale compared to the other charts on NOx Note the change in y-axis scale compared to the other charts on CO.6 NOx (g/km) - 5 km/h 1 CO (g/km) - 5 km/h NOx (g/km).3 CO (g/km) NOx (g/km) CO (g/km) Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.6 NOx (g/km) - 9 km/h 1 CO (g/km) - 9 km/h NOx (g/km).3 CO (g/km) Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.6 NOx (g/km) - 12 km/h 1 CO (g/km) - 12 km/h Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6

56 THC (g/km) CO2 (g/km) THC (g/km) CO2 (g/km) A5.2 HC (left) and CO2 (right) emissions for all driving cycles and vehicles.1 THC (g/km) - NEDC 17 CO2 (g/km) - NEDC Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Note the change in y-axis scale compared to the other charts on THC.1 THC (g/km) - US6 19 CO2 (g/km) - US THC (g/km) CO2 (g/km) Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Note the change in y-axis scale compared to the other charts on THC Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.25 THC (g/km) - 5 km/h 1 CO2 (g/km) - 5 km/h THC (g/km).15.1 CO2 (g/km) Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 8 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.25 THC (g/km) - 9 km/h 135 CO2 (g/km) - 9 km/h THC (g/km).15.1 CO2 (g/km) Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6.25 THC (g/km) - 12 km/h 19 CO2 (g/km) - 12 km/h Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6 Fuel1 Fuel 2 Fuel 3 Fuel 4 Fuel 5 Fuel 6

57 APPENDIX 6 AVERAGE EMISSIONS (UNCORRECTED AND CORRECTED FOR TIME TRENDS) A6.1 Regulated emissions CYCLE VEHICLE FUEL FUEL NAME NEDC US6 5 km/h 9 km/h 12 km/h THC (g/km) CO (g/km) NOx (g/km) Uncorrected Corrected Uncorrected Corrected Uncorrected Corrected 1 1 Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash

58 A6.2 CO2 emissions and fuel and energy consumption CYCLE VEHICLE FUEL FUEL NAME NEDC US6 5 km/h 9 km/h 12 km/h CO2 (g/km) Fuel consumption (g/km) Fuel consumption (l/1km) Energy consumption (MJ/km) Uncorrected Corrected Uncorrected Corrected Uncorrected Corrected Uncorrected Corrected 1 1 Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash Base Fuel E1 Matched % ETBE E1 Splash High Octane E5 Splash A6.3 Particle emissions

59 CYCLE VEHICLE FUEL FUEL NAME NEDC US6 5 km/h 9 km/h 12 km/h Particle mass (mg/km) Particle number (#/km) (geometric means) Uncorrected Corrected Uncorrected Corrected 1 1 Base Fuel E+1 2.8E E1 Matched E E % ETBE E E E1 Splash E E High Octane E E E5 Splash E E Base Fuel E E E1 Matched E E % ETBE E E E1 Splash E E High Octane E E E5 Splash E E Base Fuel E E1 Matched E % ETBE E E1 Splash E High Octane E E5 Splash E Base Fuel E E E1 Matched E E % ETBE E E E1 Splash E E High Octane E E E5 Splash E E Base Fuel E E E1 Matched E E % ETBE E E E1 Splash E E High Octane E E E5 Splash E E Base Fuel E E E1 Matched E E % ETBE E E E1 Splash E E High Octane E E E5 Splash E E Base Fuel 8.468E E1 Matched 2.36E % ETBE 1.186E E1 Splash 1.21E High Octane 6.265E E5 Splash 1.747E Base Fuel 7.468E E1 Matched 1.121E % ETBE 5.949E E1 Splash 6.39E High Octane 7.756E E5 Splash 8.225E Base Fuel 3.41E E E1 Matched 6.62E E % ETBE 1.528E E E1 Splash 9.14E E High Octane 2.474E+9 4.5E E5 Splash 1.871E E Base Fuel 7.679E E1 Matched 1.297E % ETBE 9.962E E1 Splash 7.878E High Octane 5.987E E5 Splash 1.16E Base Fuel 6.8E E E1 Matched 5.639E E % ETBE 4.94E E E1 Splash 5.341E E High Octane 5.953E E E5 Splash 5.973E E Base Fuel 2.839E E E1 Matched 3.432E E % ETBE 1.218E E E1 Splash 3.741E E High Octane 1.514E E E5 Splash 1.215E E Base Fuel 4.29E E1 Matched 3.191E % ETBE 2.515E E1 Splash 2.355E High Octane 2.83E E5 Splash 3.38E Base Fuel 1.442E E E1 Matched 1.36E E % ETBE 1.44E E E1 Splash 1.426E E High Octane 1.468E E E5 Splash 1.463E E Base Fuel 3.63E E1 Matched 3.979E % ETBE 4.142E E1 Splash 3.723E High Octane 3.446E E5 Splash 3.847E+9

60 European Commission EUR Joint Research Centre Institute for Energy and Transport Title: Effect of oxygenates in gasoline on fuel consumption and emissions in three Euro 4 passenger cars Author(s): G. Martini, U. Manfredi, A. Krasenbrink, (Joint Research Centre), R. Stradling, P.J. Zemroch, K. D. Rose (CONCAWE), H. Hass, H. Maas (EUCAR) Luxembourg: Publications Office of the European Union pp. 21. x 29.7 cm EUR Scientific and Technical Research series ISSN (pdf), (print), ISBN (pdf) ISBN (print) doi: 1.279/1136 Abstract The Joint Research Centre (JRC) of the European Commission, the European Council for Automotive R&D (EUCAR), and CONCAWE jointly completed this vehicle test programme to investigate the effect of o xygenates in gasoline on the fuel consumption, regulated emissions, and particle emissions of three passenger cars homologated at the Euro 4 emissions level. Substituting oxygenates for hydrocarbons in gasoline decreases the overall energy content of the resulting blend which is also expected to increase the volumetric fuel consumption needed to achieve the same vehicle driving cycle. For this reason, a major objective of this study was to determine whether today s gasoline vehicles can improve their efficiency when running on oxygenate/gasoline fuel blends and reduce this volumetric fuel consumption penalty. In addition to a 95 Research Octane Number (RON) base gasoline, five other specially blended fuels were evaluated that varied in RON, oxygen content, and oxygenate type. Results are compared for the New European Driving Cycle (NEDC), the US6 part of the US Supplemental Federal Test Procedure (SFTP), and three constant speeds. Over all vehicle test conditions, the results show that the volumetric fuel consumption (FC) increases in direct proportion to the decrease in the fuel s volumetric energy content. Except possibly for one vehicle over one test cycle, the results show that the use of oxygenates or higher octane did not provide a volumetric FC benefit. This means that these Euro 4 passenger cars were not able to compensate for the lower energy content of oxygenated fuels through better engine efficiency for the variation in fuel properties investigated in this study.

61 LD-NA EN-N As the Commission s in-house science service, the Joint Research Centre s mission is to provide EU policies with independent, evidence-based scientific and technical support throughout the whole policy cycle. Working in close cooperation with policy Directorates-General, the JRC addresses key societal challenges while stimulating innovation through developing new standards, methods and tools, and sharing and transferring its know-how to the Member States and international community. Key policy areas include: environment and climate change; energy and transport; agriculture and food security; health and consumer protection; information society and digital agenda; safety and security including nuclear; all supported through a cross-cutting a nd multidisciplinary approach.

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