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• W2062238673 abstract "Vol. 115, No. 9 EnvironewsOpen AccessTransportation and Fuels: Ethanol Boosts Gas Engines David C. Holzman David C. Holzman Search for more papers by this author Published:1 September 2007https://doi.org/10.1289/ehp.115-a446bAboutSectionsPDF ToolsDownload CitationsTrack Citations ShareShare onFacebookTwitterLinked InReddit The gasoline internal combustion engine has more than 100 years of intense development behind it. But now three researchers from the Massachusetts Institute of Technology (MIT) have modified it in a way that elevates efficiency by a remarkable 25%, an advance that could greatly mitigate greenhouse gas emissions and offers compelling advantages over hybrids and diesels. “This has real potential,” says David Cole, chairman of the Center for Automotive Research, a nonprofit organization of the University of Michigan.The design logic is simple. One can alter an engine to create greater compression of the fuel/air mixture within each cylinder, raising thermodynamic efficiency. One can also add a turbocharger, which force-feeds more fuel/air mixture into the cylinders. This makes it possible to get more power out of an engine, or to downsize an engine without losing power, making it still more efficient.The problem: boosting compression also boosts temperature, and too much heat can ignite the fuel/air mixture prematurely, causing potentially damaging engine “knock.” But Daniel Cohn and Leslie Bromberg of MIT’s Plasma Science and Fusion Center, and John Heywood of MIT’s Sloan Automotive Lab figured out that a little squirt of ethanol into the cylinder from a separate tank could cool it in the same way that rubbing alcohol cools the skin—by vaporizing, then absorbing excess heat. The researchers have formed a company, Ethanol Boosting Systems (EBS), and have drawn several prominent figures on board, including Neil Ressler, former chief technology officer of Ford Motor Company.How Alternative Engines Stack Up(compared with conventional gasoline engines, except as noted)Clean DieselElectric HybridEthanolCost$3,000–3,500a$3,500–5,000 + possible battery replacement costa$1,000–1,500aEfficiency Gain20–30% more efficienta30–40% more efficienta20–30% more efficientaEmissions25% lower CO2 emissionsbUp to 50% lower CO2 emissionscNOx and PM reduction, compared with clean dieselaTechnological AdvantagesBetter engine performancedBetter engine performanceeReduced engine weight, more space in engine compartment, compared with electric hybridaLess complex and easier to install than EH enginebLarger battery means more safety and luxury electronic systems can be added oneHigher torque and horsepower, compared with clean dieselaa http://www.ethanolboost.com/Technology.htmb http://www.signonsandiego.com/uniontrib/20060207/news_1n7diesel.htmlc http://www.ama.ab.ca/cps/rde/xchg/ama/web/advocacy_safety_envt_hybrid.htmd http://www.discoveralternatives.org/Alternative_Fuel_Autos_Technology.phpe http://www.alliancebernstein.com/CmsObjectABD/PDF/Research_WhitePaper/R37755_Hybrid.pdfAccording to Calculations of Knock Suppression in Highly Turbocharged Gasoline/Ethanol Engines Using Direct Ethanol Injection, a 2006 MIT report, bench engine tests by Ford show that the knock limit can be vastly alleviated, and unpublished results indicate that a 25% increase in efficiency should therefore be attainable. That would reduce carbon dioxide emissions by about 20%, says Cohn. The engine’s alcohol consumption would be minimal, because the extra cooling is unnecessary under light loads, such as steady driving at low to moderate speeds.Although not quite as efficient as the best full hybrid systems, the EBS is far simpler, because it needs no electric motor, extra batteries, or complex software. Cohn says those factors would shave $2,000–4,500 off the cost relative to a full hybrid. The EBS and full hybrid systems would have similar emissions profiles.An EBS engine would also be a couple of thousand dollars cheaper than a diesel engine. The two engines would produce roughly the same amount of greenhouse gas emissions, but the EBS would otherwise be cleaner, emitting fewer nitrogen oxides (NOx) than the diesel engine, and less particulate matter. Many U.S. cities have nonattainment zones for NOx, which contributes to ground-level ozone and can damage lung tissue and vegetation.In a column in the July 2007 issue of Car and Driver, editor-in-chief and engineer Csaba Csere praises the EBS technology and says that if some seemingly manageable problems are solved—for example, maintaining fuel economy under real-world conditions of elevated temperatures and substandard fuel—EBS engines could be powering cars early in the next decade.FiguresReferencesRelatedDetails Vol. 115, No. 9 September 2007Metrics About Article Metrics Publication History Originally published1 September 2007Published in print1 September 2007 Financial disclosuresPDF download License information EHP is an open-access journal published with support from the National Institute of Environmental Health Sciences, National Institutes of Health. All content is public domain unless otherwise noted. Note to readers with disabilities EHP strives to ensure that all journal content is accessible to all readers. However, some figures and Supplemental Material published in EHP articles may not conform to 508 standards due to the complexity of the information being presented. If you need assistance accessing journal content, please contact [email protected]. Our staff will work with you to assess and meet your accessibility needs within 3 working days." @default.
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• W2062238673 title "Transportation and Fuels: Ethanol Boosts Gas Engines" @default.
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