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The aim of this paper was to explore the influence of CNG fuel on emissions from light-duty vehicles in the context of the new Euro 6 emissions requirements and to compare exhaust emissions of the vehicles fueled with CNG and with gasoline. Emissions testing was performed on a chassis dynamometer according to the current EU legislative test method, over the New European Driving Cycle (NEDC). Additional tests were also performed on one of the test vehicles over the World Harmonized Light Vehicles Test Cycle (WLTC) according to the Global Technical Regulation No. 15 test procedure. The focus was on regulated exhaust emissions; both legislative (CVS-bag) and modal (continuous) analyses of the following gases were performed: CO (carbon monoxide), THC (total hydrocarbons), CH4 (methane), NMHC (non-methane hydrocarbons), NOx (oxides of nitrogen) and CO2 (carbon dioxide).

Direct injection gasoline engines have been gaining popularity for passenger car applications, particularly in the EU. It is well known that emissions of particulate matter are an inherent disadvantage of spark ignition engine with direct injection. Direct injection of gasoline can lead to the formation of substantial numbers of particulates, a proportion of which survive to be emitted from the vehicle's exhaust. EU legislation limits particle mass (PM) emissions; particle number (PN) is soon to be limited, although an opt-out means that dedicated filters will not be required immediately. A range of tests were conducted on a pool of Euro 5 passenger cars in BOSMAL's climate controlled emissions laboratory, using EU legislative test methodology. In addition, further measurements were performed (particle size distribution, tests at multiple ambient temperatures).

Ethanol has long been a fuel of considerable interest for use as an automotive fuel in spark ignition (SI) internal combustion engines. In recent years, concerns over oil supplies, sustainability and geopolitical factors have lead multiple jurisdictions to mandate the blending of ethanol into standard gasoline. The impact of blend ethanol content on gaseous emissions has been widely studied; particulate matter emissions have received somewhat less attention, despite these emissions being regulated in the USA. Currently, in the EU particulate matter emissions from SI engines are partially regulated - only vehicles featuring direct injection SI engines are subject to emissions limits. A range of experiments was conducted to determine the impact of fuel ethanol content on the emissions of solid pollutants from Euro 5 passenger cars.

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.