Ethanol: flexible friend or biohazard?
Increasing the ethanol content in fuels is one way to reduce carbon emissions but there are a number of technical challenges to consider
Published: 16 November, 2018
I am starting to get the impression that governments and vehicle manufacturers are beginning to panic. Let’s begin by accepting that personal transportation vehicles will not be powered by hydrocarbon fuels for much longer. This statement includes hybrid and battery powered vehicles for the same reason. We are being subject to a whole raft of short term impractical solutions, the latest of which and the subject of this topic is bio-ethanol fuels.
The reason I express this opinion is the true impact on emissions, from production, refinement, and transportation are not included in statistics on their environmental effect. Bio-mass fuel for electricity generation is a perfect example of this. The EU has decreed that emission monitoring of stack emissions need not be published, also excluded are the felling, drying, production and transportation influences.
Political initiative
I will begin with the political initiative, a reduction in greenhouse gas emissions, reduction in fossil fuel dependency, alternative fiscal revenue for the farming community, and a reduction in EU farming subsidies. Try not to laugh it’s all true. As third world nations starve, we grow fuel!
Ethanol is a hydrocarbon c2h5oh. Octane 104. The fuel is produced from a fermentation process from fast growing energy crops, sugar cane, wheat, maize, and sometimes bio-degradable waste animal feed and timber. The claim is that due to the renewable factor it has an advantage over fossil fuel. Vehicles can operate with up to 85% bio-content, with no operational disadvantages with high CO2 reduction. I can confirm from my European motorcycle tour this year, that e10 bio-ethanol fuel is widely available.
Considerations
Just before you dash out to join the Green Party, there are some technical considerations the government seems to have overlooked. Bio-ethanol fuel is corrosive, copper, aluminium, plastics and rubber list among its appetite. Just before I forget, there is a critical lubrication service update; this is due to an increase in fuel oil contamination.
I think you’re starting to get the picture, now let’s focus on its combustion problems. It has a unique evaporation envelope around 78ºC. It also requires a significant increase in fuel quantity on cold start, often requiring a pre-heater system, and a much-modified ignition profile. However, on the positive side once efficient combustion is achieved the knock resistance affords a more aggressive ignition angle and increased cylinder pressures.
I am going to focus on Audi who have offered a flexi fuel A4 since 2009! It could operate up e85 with no modification. To my knowledge there are no or very few bi-ethanol vehicles in the UK. You may have noticed warning stickers in the fuel filler cap on most vehicles, expressing non- bio compatibility.
So, back to my point: Why is the uk government considering a pilot trial for e10? Currently all gasoline sold in the uk can have e5 content without any notification at the pumps.
Requirements
Moving on to the technical requirements, the Audi flexi-fuel engine is based on the 2.0 tfsi, with Bosch med 17.1 control. Sequential mapped ignition, with knock control, digital hot film air mass measurement. Fuelling is homogenous direct injection, with port injection on cold start. Intake cam adjustment with avs on the exhaust cam.
Due to low vaporisation when cold, ‘autarkic cold start’ ,the air fuel mixture cannot form the required composition for ignition. Significant modification to con rods and bearings are required to withstand higher cylinder pressure. Modifications to the variable load in- tank pump components and wiring prevent corrosion damage. An additional digital fuel quality sensor is fitted to the
low-pressure fuel line, this enables critical adjustment to thermodynamic fuel properties and ignition maps.
Bosch injection control strategy includes injection on intake and compression, with multiple strike on compression when cold, with additional injection pressure of 150 bar. A new aluminium manifold with a port injector is fitted to avoid pre-heaters on cold start.
The point I am trying to make here is not based on a simple pessimistic naivety, but a serious concern that not enough focus is being applied to a long-term strategic solution. Two key prerequisites will have to be recognised, the first is a reconstruction of social order around a coherent public transport system, and the second a recognition that private vehicle transport is a privilege and not an automatic right.
- Government consults on E10 at the pump
Petrol with a higher bioethanol content could be sold in the UK from next year. The government is consulting on whether E10, which has 10% bioethanol content, should become the new standard grade of petrol. The E5 grade, containing 5% bioethanol, has a higher carbon content. The Department for Transport says the move could reduce transport CO2 emissions by 750,000 per year.
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- Looking back but motoring ahead
Just 12 months ago, the future of the UK aftermarket appeared to be in good shape with the emphasis on moving motorists to newer, greener vehicles. Then along came COVID-19 and everything changed. Although government objectives remain the same, the average motorist now finds themselves looking at a significantly altered work-life balance with new priorities and new challenges.
Sure, many would like to get their hands on the latest eco-vehicle but now most are struggling to keep their existing vehicle running and in good order. Budgets are tight. Undoubtedly this will have a big impact on the shape of the aftermarket in 2021.
Car sales statistics since lockdown began are already showing a sharp move from new car sales towards used car sales and an ever-ageing car parc; especially in those areas suffering the greatest economic impact. Motorists will naturally avoid spending money where possible and this has inevitably led to routine servicing being put off. The net result of this? Higher costs when their vehicle breaks down due to poor maintenance. It’s crucial therefore that the aftermarket emphasises the importance of preventative maintenance to motorists plus swift reaction to any dashboard faults.
Promotion
As a result, savvy motorists will save money in the longer term but vehicle manufacturers will not be letting up on marketing their shiny new models. This means the independent aftermarket, from parts manufacturers, to motor factors and workshops, need to up their game when it comes to promoting the benefits of good quality maintenance for used and ageing cars.
The motorist is aware they should be greener in all aspects of life and a well-maintained vehicle ticks the green box. A good service will immediately improve emissions. Introducing a preventative regime with additives will help the motorist maintain lower emissions and it reduces the risk of major mechanical failures such as damaged exhaust filters, blocked injectors, and fouled turbos.
Focus
Drilling down to the specifics, what should the aftermarket focus on in 2021?
Diesel Particulate Filters: Ongoing lockdowns have meant that vehicle use has changed, with normality but a pipe dream. Journeys will be shorter and more frequent leading to increasing DPF problems because the filter is unable to regenerate. Ignore it and the motorist will end up with unwelcome high bills or worse still, an unusable vehicle. The aftermarket must promote prevention which is easily accomplished with a quality DPF additive regime. For a few pounds every month the motorist will avoid unnecessary bills of hundreds, potentially thousands of pounds. JLM Lubricants, for example, provide superb quality DPF products including a professional cleaning toolkit – the dirtiest of DPFs can be cleaned by a mechanic in situ. Between services, a high-quality additive will keep the DPF in good shape.
Catalytic Converters: A CAT will often become blocked because of a poorly maintained engine. Keeping the engine clean helps keep the CAT clean, prolonging its life and avoiding unnecessary replacement costs for the motorist.
Turbos: A dirty turbo will strangle an otherwise good engine. Untreated it will lead to poor fuel consumption and increased emissions. On its own this means higher running costs for the motorist, but nothing compared to replacing a turbo. A professional quality additive will clean the turbo and importantly help prevent further contamination.
Approach
This approach to prevention and cure with additives should not be viewed as doing mechanics out of business, because in most cases it’s the mechanics using the additives as part of their service and servicing regime. Keeping a vehicle on the road by avoiding preventable DPF, CAT or Turbo issues means that the vehicle is still rolling, rather than being mothballed or scrapped. This means that suspension, brakes, and routine serving still need seeing to. The aftermarket must show it can help the motorist save money and keep their car on the road for longer. It’s likely to be three years or more before we return to anything like pre-Coronavirus normality.
The move to greener motoring should not be put on hold because of the impact of COVID-19 but it will have a different look to what the government initially envisaged. With the support of the independent aftermarket, motorists can reduce their impact on the environment and save money. They can keep themselves on the road whether they use their car for work, the school run or for that much-needed staycation. The government should embrace this approach and incorporate it into their green agenda. They too must accept there is an even tougher road ahead between today’s hard-pressed lockdown motorist and their vision of all electric motoring.
For more information visit www.jlmlubricants.com and www.the-dpf-doctor.com
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