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This research presents the differences between the exhaust emission parameters when biodiesel and biodiesel blends are used instead of Ultra-Low Sulfur Diesel (ULSD). Measurements have been conducted on three commercial light-duty engines. The engines include an Audi 1.9 TDI that lives up to the requirements of Euro 2, a Peugeot 1.6-liter common rail with original oxidation catalyst and EGR that lives up to the requirements of Euro 4 and a Peugeot 1.6-liter common rail with original Diesel Particulate Filter (DPF) and Exhaust Gas Recirculation (EGR) that lives up to the requirements of Euro 4. Tests were performed on a dynamometer running steady state in five representative modes drawn from the ISO 8178 test procedure. The reference diesel was in accordance with EN 590. The biodiesel blends are based on a new EN 14214 animal fatty acid methyl ester (AFME).

Bioethanol is an established biofuel used today in sparked-ignited (SI) engines, however with limited fuel efficiency and stringent requirements on the ethanol purity (water content). In this paper, we will present the operation of a compression-ignition (CI) engine fuelled with upgraded hydrous ethanol. A specific fuel upgrade operation (excluding additives) converts a fraction of the hydrous ethanol to diethyl-ether, hence increases the cetane number up to adequate levels. The resulting upgraded fuel is tested in a commercial diesel engine (light-duty common-rail EURO IV model). In particular, the compression ratio is kept unchanged and only the injection timing is modified to ensure compression-ignition operation, securing the peak pressure at 8-12 degrees after top dead center.