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Gas-to-Liquids (GTL) is a liquid diesel fuel produced from natural gas, which may have certain attributes different from conventional ultra low sulfur diesel (ULSD). In this investigation, GTL, ULSD, and their blends of 20% and 50% GTL in ULSD were tested in an older Mercedes C Class (MY1999, Euro 2) and a newer Opel Astra (MY2006, Euro 4) diesel vehicle to evaluate the performance in terms of fuel consumption and emissions. Each vehicle was pre-conditioned on-road with one tank full of test fuel before actual testing in a chassis dynamometer facility. Both vehicles were calibrated for European emission standards and operation, and they were not re-calibrated for the fuel tests at Argonne National Laboratory (ANL). In the two-vehicle EPA FTP-75, US06, and Highway drive-cycle tests, the emissions of carbon dioxide on a per-mile basis (g/mi) from all GTL-containing fuels were significantly lower than those from the ULSD.

SunDiesel fuel is a biomass-to-liquid (BTL) fuel that may have certain attributes different from conventional diesel. In this investigation, 100% SunDiesel was tested both in a Mercedes A-Class (MY1999) diesel vehicle and a single-cylinder heavy-duty compression-ignition direct-injection engine. The SunDiesel's emissions and fuel consumption were significantly better than conventional diesel fuel, especially in nitrogen oxides (NOx) reduction. In the vehicle U.S. Environmental Protection Agency (EPA), Federal Test Procedure 75 (FTP-75), and New European Drive Cycle (NEDC) tests, the carbon dioxide emissions on a mile basis (g/mile) from SunDiesel fuel were almost 10% lower than the conventional diesel fuel. Similarly, in the single-cylinder engine steady-state tests, the reductions in brake specific NOx, carbon monoxide (CO), and particulate matter (PM) are equally significant. Combustion analysis, though not conclusive, indicates that there are differences deserving further research.

SunDiesel™ is an alternative bio-fuel derived from wood chips that has certain properties that are superior to those of conventional diesel (D2). In this investigation, 100% SunDiesel was tested in a Mercedes A-Class (model year 1999), 1.7L, turbocharged, direct-injection diesel engine (EURO II) equipped with a common-rail injection system. By using an endoscope system, Argonne researchers collected in-cylinder visualization data to compare the engine combustion characteristics of the SunDiesel with those of D2. Measurements were made at one engine speed and load condition (2,500 rpm, 50% load) and four start-of-injection (SOI) points, because of a limited source of SunDiesel fuel. Significant differences in soot concentration, as measured by two-color optical pyrometry, were observed. The optical and cylinder pressure data clearly show significant differences in combustion duration and ignition delay between the two fuels.

In order to determine the factors that affect fuel economy quantitatively, the power flows through the major powertrain components were measured during operation over transient cycles. The fuel consumption rate and torque and speed of the engine output and axle shafts were measured to assess the power flows in a vehicle with a CVT. The measured power flows were converted to energy loss for each component to get the efficiency. Tests were done at Phase 1 and Phase 3 of the FTP and for two different CVT shift modes. The measured energy distributions were compared with those from the ADVISOR simulation and to results from the PNGV study. For both the Hot 505 and the Cold 505, and for both shift modes, the major powertrain loss occurs in the engine, including or excluding standby losses. However, the efficiency of the drivetrain/transmission is important because it influences the efficiency of the engine.

The Prius is a major achievement by Toyota: it is the first mass-produced HEV with the first available HEV-optimized engine. Argonne National Laboratory's Advanced Powertrain Test Facility has been testing the Prius for model validation and technology performance and assessment. A significant part of the Prius test program is focused on testing and mapping the engine. A short-length torque sensor was installed in the powertrain in-situ. The torque sensor data allow insight into vehicle operational strategy, engine utilization, engine efficiency, and specific emissions. This paper describes the design and process necessary to install a torque sensor in a vehicle and shows the high-fidelity data measured during chassis dynamometer testing. The engine was found to have a maximum thermodynamic efficiency of 36.4%. Emissions and catalyst efficiency maps were also produced.