Search Results (5)

This exploratory study assessed the vehicle- and route-dependent response of five multipoint injection passenger vehicles to two commercial fuel additives marketed as octane-related gasoline additives under real-world high-altitude driving conditions in Quito, Ecuador. The tests were conducted on one urban route and one rural/peripheral route using base gasoline with a nominal octane index of RON 85, RON 85 gasoline with Additive A, and RON 85 gasoline with Additive B. Fuel economy and CO₂-related indicators were obtained through the OBD-II port using the Torque Pro application; therefore, the reported values were interpreted as electronic control unit-based estimates rather than direct gravimetric fuel consumption or laboratory emissions measurements. The revised analysis used OBD-derived trip-average fuel economy as the primary response variable. The mixed-effects model showed a significant effect of route on fuel economy (p < 0.001) and a significant fuel condition × route interaction (p = 0.0089), while the main effect of fuel condition was not statistically significant (p = 0.0699). Additive B increased the mean OBD-derived trip-average fuel economy on the urban route from 11.56 to 12.60 km·L⁻¹, but reduced it on the rural route from 13.46 to 12.65 km·L⁻¹. At the vehicle level, the previously extreme Vehicle 3 response was revised to a more plausible increase from 11.03 to 13.64 km·L⁻¹ (+23.68%) when trip-average fuel economy was used. Since the actual RON/MON values and physicochemical properties of the final fuel blends were not experimentally measured, the observed responses cannot be attributed exclusively to octane number enhancement. Overall, the findings indicate that commercial additive performance was vehicle- and route-dependent rather than universally beneficial. This field-based assessment supports evidence-informed decision-making for sustainable mobility and aligns with SDG 16 and SDG 17 through transparent technical evaluation and academic collaboration. Full article

The insufficient octane ratings of commercial fuels limit the efficiency of spark-ignition (SI) engines and worsens emissions due to knock. One alternative approach to mitigate this phenomenon is the Octane-on-Demand (OOD) concept, which adjusts fuel properties onboard the vehicle. Although implementing this advanced technology can contribute to greenhouse-gas (GHG) emission reductions, few studies have examined its impact on combustion characteristics. Accordingly, the objective of this study was to conduct a comprehensive investigation combining fuel characterization and engine testing to evaluate the effectiveness of the OOD strategy in directly suppressing knock in an SI engine, an aspect not previously reported in the literature. The present study was divided into two parts. In the fuel study, optimal conditions for obtaining a candidate fuel—high-octane fractions (HOF)—from gasoline were determined based on chromatographic (GC–MS) analyses. During engine testing, commercial gasoline and blends containing HOF in several proportions were evaluated in a dual-fuel operation under knocking conditions. The maximum amplitude of pressure oscillations (MAPO) was used as the knock indicator. The results demonstrate that temporary fuel enrichment using only gasoline-derived fractions, without additional octane boosters, can effectively suppress knocking combustion. These findings highlight the influence of the OOD concept on the combustion process and provide guidance for optimizing fueling strategy design under knock-limited operation. The study contributes to the growing body of knowledge regarding OOD applications and underscores the need for comprehensive testing under real-world engine operating conditions. Full article

Biofuels, such as ethanol (CH₃CH₂OH), remain significantly underutilized globally despite their potential to mitigate environmental effects associated with fossil fuel combustion. Ethanol (ETH) can seamlessly blend with petroleum-derived gasoline, boosting its octane rating as a virtuous side effect. However, in several countries, octane number (ON) boosters such as methyl-tert-butyl-ether (MTBE) are still blended into the gasoline (also known as gas or petrol) sold in fuel stations, despite this being restricted or banned due to deleterious effects on the environment and health. Additionally, in nations overproducing naphtha from refining petroleum condensates, such as in the Middle East, investments in extra carbon chain rearrangement units can be an outlet to enhance gasoline production, since they produce high-ON streams; however, aromatic concentration becomes a limiting constraint. A discrete-event simulation algorithm combines sixteen main (primary) manufacturing variations into two secondary manufacturing and three supply chain variations, building gasoline yield and property plots over 512 gasoline production scenarios. Full article

The alkylation reaction of aromatic compounds gains considerable attention because of its wide application in bulk and fine chemical production. Aromatics alkylated with olefins is a well-known process, particularly for linear alkylbenzene, phenyloctanes, and heptyltoluene production. As octane boosters and precursors for various petrochemical and bulk chemical products, a wide range of alkylated compounds are in high demand. Numerous unique structures have been proposed in addition to the usual zeolites (Y and beta) utilized in alkylation procedures. The inevitable deactivation of industrial catalysts over time on stream, which is followed by a decrease in catalytic activity and product selectivity, is one of their disadvantages. Therefore, careful consideration of catalyst deactivation regarding the setup and functioning of the process of catalysis is necessary. Although a lot of work has been carried out to date to prevent coke and increase catalyst lifespan, deactivation of the catalyst is still unavoidable. Coke deposition can lead to catalyst deactivation in industrial catalytic processes by obstructing pores and/or covering acid sites. It is very desirable to regenerate inactive catalysts in order to remove the coke and restore catalytic activity at the same time. Depending on the kind of catalyst, the deactivation processes, and the regeneration settings, each regeneration approach has pros and cons. In this comprehensive study, the focus was on discussing the reaction mechanism of 1-octene isomerization and toluene alkylation as an example of isomerization and alkylation reactions that occur simultaneously, shedding light in detail on the catalysts used for this type of complex reaction, taking into account the challenges facing the catalyst deactivation and reactivation procedures. Full article

Fuel quality is an important indicator for the suitability of alternative fuel for the utilization in internal combustion (IC) engines. In this paper, light naphtha and fusel oil have been introduced as fuel additives for local low octane gasoline to operate a spark ignition (SI) engine. Investigated fuel samples have been prepared based on volume and denoted as GN10 (90% local gasoline and 10% naphtha), GF10 (90% local gasoline and 10% fusel oil), and GN5F5 (90% local gasoline, 5% naphtha and 5% fusel oil) in addition to G100 (Pure local gasoline). Engine tests have been conducted to evaluate engine performance and exhaust emissions at increasing speed and constant wide throttle opening (WTO). The study results reveal varying engine performance obtained with GN10 and GF10 with increasing engine speed compared to local gasoline fuel (G). Moreover, GN5F5 shows higher brake power, lower brake specific fuel consumption, and higher brake thermal efficiency compared to other investigated fuel samples over the whole engine speed. The higher CO and CO₂ emissions were obtained with GN10 and GF10, respectively, over the entire engine speed and the minimum CO emissions observed with GN5F5. Moreover, the higher NO_x emission was observed with pure local gasoline while the lowest was observed with GF10. On the other hand, GN5F5 shows slightly higher NO_x emissions than GF10, which is lower than GN10 and gasoline. Accordingly, GN5F5 shows better engine performance and exhaust emissions, which can enhance the local low gasoline fuel quality using the locally available fuel additives. Full article