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A Gas to liquid (GTL) fuel was investigated for its combustion and emission performance in an IVECO EURO5 DI diesel engine with a DOC (Diesel Oxidation Catalyst) and DPF (Diesel Particle Filter) installed. The composition of the GTL fuel was analyzed by GC-MS (gas chromatography-mass spectrometry) and showed the carbon distribution of 8-20. Selected physical properties such as density and distillation were measured. The GTL fuel was blended with standard fossil diesel fuel by ratios of diesel/GTL: 100/0, 70/30, 50/50, 30/70 and 0/100. The engine was equipped with a pressure transducer and crank angle encoder in one of its cylinders. The properties of ignition delay and maximum in-cylinder pressure were studied as a function of fraction of the GTL fuel. Particle emissions were measured using DMS500 particle size instrument at both upstream (engine out) and downstream of the DPF (DPF out) for particle number concentrations and size distribution from 5 nm to 1000 nm.

Condensable and gaseous hydrocarbon emissions and speciation of the hydrocarbons have been investigated using a EURO1 emissions compliant SI (Spark Ignition) car. Exhaust gas samples were simultaneously collected upstream and downstream of the catalyst using a system containing cold ice trap, resin, particulate filter block and Teflon gas sampling bag. GC (Gas Chromatography) was employed to analyze for hydrocarbons and 16 of the more significant hydrocarbons are reported. The test was carried out using both cold start and hot start driving cycles. Results show that the benzene and toluene were major species emitted from the tailpipe under cold start conditions. Methylnaphthalene was a dominated hydrocarbon under hot start conditions. The cold start had significant influence on hydrocarbon emissions. The catalyst out benzene emissions for cold start was thirty times higher than that for hot start.

A method of cleaning lubricating oil on line was investigated using a fine bypass particulate filter followed by an infra red heater. Two bypass filter sizes of 6 and 1 micron were investigated, both filter sizes were effective but the one micron filter had the greatest benefit. This was tested on two nominally identical EURO 1 emissions compliance refuse trucks, fitted with Perkins Phazer 210Ti 6 litre turbocharged intercooled engines and coded as RT320 and RT321. These vehicles had emissions characteristics that were significantly different, in spite of their similar age and total mileage. RT321 showed an apparent heavier black smoke than RT320. Comparison was made with the emissions on the same vehicles and engines with and without the on-line bypass oil recycler. Engine exhaust emissions were measured about every 400 miles. Both vehicles started the test with an oil drain and fresh lubricating oil.

A method of cleaning lubricating oil on line was investigated using a fine bypass particulate filter followed by an infra red heater. Two bypass filter sizes of 6 and 1 micron were investigated, both filter sizes were effective but the one micron filter had the greatest benefit. This was tested on two nominally identical EURO 1 emissions compliance refuse trucks, fitted with Perkins Phazer 210Ti 6 litre turbocharged intercooled engines and coded as RT320 and RT321. These vehicles had lubricating oil deterioration and emissions characteristics that were significantly different, in spite of their similar age and total mileage. RT321 showed an apparent heavier black smoke than RT320. Comparison was made with the oil quality and fuel and lubricating oil consumption on the same vehicles and engines with and without the on-line bypass oil recycler. Engine oils were sampled and analysed about every 400 miles. Both vehicles started the test with an oil drain and fresh lubricating oil.

A method of cleaning lubricating oil on line was investigated using a fine bypass particulate filter followed by an infra red heater. Two bypass filter sizes of 6 and 1 micron were investigated, both filter sizes were effective but the one micron filter had the greatest benefit. This was tested on two nominally identical EURO 2 emissions compliance single decker buses, fitted with Cummins 6 cylinder 8.3 litre turbocharged intercooled engines and coded as Bus 4063 and 4070. These vehicles had emissions characteristics that were significantly different, in spite of their similar age and total mileage. Bus 4063 showed an apparent deterioration on emissions with time while Bus 4070 showed a stabilised trend on emissions with time for their baseline tests without the recycler fitted. Comparison was made with the emissions on the same vehicles and engines with and without the on-line bypass oil recycler. Engine exhaust emissions were measured about every 2000 miles.

A method of cleaning diesel engine lubricating oil on-line was investigated using a bypass fine particulate filter followed by an infra-red heater to remove water vapour and light diesel fractions in the oil. The impact of this oil recycler on the gaseous and particulate emissions was investigated over a 300 hour oil age period. A Ford 1.8 litre IDI passenger car diesel engine was used with engine out emission sampled every 15-20 hours. The tests were carried out at 2500rpm (52% of the maximum speed) and 12.3 kW with 47 Nm load (43% of the maximum load and 29% of the maximum power). The EGR level at this condition was 15%. A stop start test cycle was used with a cold start each time and a typical test period of 2-3 hours. The results showed that the recycler had its greatest influence on emissions for fresh oil when there was a large reduction in particulate emissions due mainly to large reductions in the ash, carbon and unburned lubricating oil fractions.

A method of cleaning lubricating oil on line was investigated using a fine bypass particulate filter followed by an infra red heater, to remove water and light diesel fractions in the oil. Two bypass filter sizes of 6 and 1 micron were investigated, both filter sizes were effective but the one micron filter had the greatest benefit. This was tested on two nominally identical Euro 2 emissions compliance single decker buses, fitted with Cummins 6 cylinder 8.3 litre turbocharged intercooled engines. These vehicles had oil deterioration and emissions characteristics that were significantly different, in spite of their similar age and total mileage. Comparison was made with the oil quality on the same vehicles and engines with and without the on-line recycler. Oil samples were analysed about every 2000 miles. All tests started with an oil drain and fresh lubricating oil.

SYNOPSIS A method of cleaning the oil on line was investigated using a bypass fine particulate filter followed by an infra red heater to remove water and light diesel fractions in the oil. This was tested on a range of on road vehicles and a Ford 1.8 litre IDI passenger car engine on a test bed. Comparison was made with the oil quality on the same vehicles and engines without the on-line recycler. Test times were from 200 to 1500 hours of oil ageing and some of the tests showed that the oil quality was still good after 4 times the normal oil life. The results showed that the on line oil recycler cleaning system reduced the rate of fall of the TBN and rate of increase of the TAN. There was a very significant reduction in the soot in oil and the fuel dilution. There was also a consistent reduction in all the wear metals apart from copper and a decrease in the rate of reduction of oil additives. There was also measured on the Ford IDI engine a 5% reduced fuel consumption.