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Vehicular ammonia emissions are currently unregulated, even though ammonia is harmful for a variety of reasons, and the gas is classed as toxic. Ammonia emissions represent a serious threat to air quality, particularly in urban settings; an ammonia emissions limit may be introduced in future legislation. Production of ammonia within the cylinder has long been known to be very limited. However, having reached its light-off temperature, a three-way catalyst can produce substantial quantities of ammonia through various reaction pathways. Production of ammonia is symptomatic of overly reducing conditions within the three-way catalyst (TWC), and depends somewhat upon the particular precious metals used. Emission is markedly higher during periods where demand for engine power is higher, when the engine will be operating under open-loop conditions.

Spark ignition (SI) engines are susceptible to excess emissions at low ambient temperatures. Direct injection leads to the formation of particulate matter (PM), and direct injection spark ignition (DISI) engines should show greater PM emissions at low ambient temperatures. This study compares excess emissions of gaseous and solid pollutants following cold start at a low ambient temperature and the standard test temperature. Euro 5 passenger cars were tested on a chassis dynamometer within BOSMAL's climate-controlled test chamber, according to European Union legislation (−7°C over the urban driving cycle (UDC), and at 25°C). Two vehicles were also tested over the entire New European Driving Cycle (NEDC). Emissions of regulated compounds and carbon dioxide were analyzed; particulate emissions (both mass and number) were also measured, all using standard procedures.

The paper evaluates the possibility of using different biodiesel blends (mixture of diesel fuel and Fatty Acid Methyl Esters) in modern Euro 4/ Euro 5 direct-injection, common-rail, turbocharged, light-duty diesel engines. The influence of different quantity of RME in biodiesel blends (B5, B20, B30) on the emission measurement of gaseous pollutants, such as: carbon monoxide (CO), hydrocarbons (HC), oxides of nitrogen (NOx), carbon dioxide (CO2) and particulate matter (PM) for light-duty-vehicle (LDV) during NEDC cycle on the chassis dynamometer as well as engine performance and reliability in engine dyno tests were analysed. All test results presented have been to standard diesel fuel. The measurement and analysis illustrate the capability of modern light-duty European diesel engines fueled with low and medium percentages of RME in biodiesel fuel with few problems.

The use of biofuels (biodiesel and gasoline-alcohol blends) in vehicle powertrains has grown in recent years in European Union, the United States, Japan, India, Brazil and many other countries due to limited fossil fuel sources and necessary reduction of anthropogenic CO2 emissions. European car manufacturers have approved up to 5 percent of biodiesel blend in diesel fuel (B5 biodiesel blend) which meets European fuel standards EN 14214 and EN 590. The goal for research is to achieve higher biodiesel content in diesel fuel B10 and B20, without resorting to larger diesel engines and fuel feed system modernization. This paper evaluates the possibility of using higher FAME content in biodiesel blends (mixture of diesel fuel and Fatty Acid Methyl Esters) in modern Euro 4 vehicle with direct-injection, common-rail and turbocharged light-duty diesel engine with standard engine ECU calibration and standard injection equipment (not tuned for biodiesel).

Due to limited fossil fuel resources and a need to reduce anthropogenic CO₂ emissions, biofuel usage is increasing in multiple markets. Ethanol produced from the fermentation of biomass has been of interest as a potential partial replacement for petroleum for some time; for spark-ignition engines, bioethanol is the alternative fuel which is currently of greatest interest. At present, the international market for ethanol fuel consists of E85 fuel (with 85 percent ethanol content), as well as lower concentrations of ethanol in petrol for use in standard vehicles (E5, E10). The impact of different petrol-ethanol blends on exhaust emissions from unmodified vehicles remains under investigation. The potential for reduced exhaust emissions, improved security of fuel supply and more sustainable fuel production makes work on the production and usage of ethanol and its blends an increasingly important research topic.

This paper evaluates the possibility of using bioethanol blends (mixtures of gasoline fuel and ethanol derived from biomass) of varying strengths in an unmodified, small-displacement European Euro 5 light-duty gasoline vehicle. The influence of different proportions of bioethanol in the fuel blend (E5, E10, E25, E50 and E85) on the emission of gaseous pollutants, such as: carbon monoxide, hydrocarbons, oxides of nitrogen and carbon dioxide was tested at normal (22°C) and low (-7°C) ambient temperatures for a light-duty vehicle during the NEDC cycle on a chassis dynamometer. Engine performance metrics were also tested. All test results are presented in comparison to standard European gasoline (E5). Tailpipe emission data presented here suggest that modest improvements in air quality could result from usage of low-to-mid ethanol blends in the vehicle tested.