The upper portion of the cylinder is often not lubricated by motor oil thus, fuel is usually the optimal lubricant for this application due to its proximity. Up to 25% of the fuel consumed per engine cycle is used to overcome friction between the piston and cylinder wall in gasoline engines (“Corporate Average Fuel Economy.” NHTSA. Minimizing Frictional Losses Using Friction ModifiersĬombustion engines typically encounter significant energy loss due to friction, which is a prime cause for fuel inefficiency. Meanwhile, E85, a blend containing 51% to 85% ethanol, is classified as an alternative fuel under the Energy Policy Act of 1992 (EPAct) and can be used in flexible fuel vehicles (FFVs). E15 contains 10.5% to 15% ethanol and is approved for use in model year 2001 and newer light-duty conventional vehicles.
E10, a blend composed of 10% ethanol and 90% gasoline, is the most commercially available gasoline, while E15 and E85 are widely available as well. commercial gasoline containing up to 10% ethanol to boost octane and satisfy the Renewable Fuel Standard. BTEX still finds some use as an octane booster, but the Control of Hazardous Air Pollutants from Mobile Sources (MSAT2) rule was updated by the EPA in 2007 to limit benzene content in gasoline at 0.62%.Įthanol is the most widely used octane booster today, with about 98% of U.S. However, the high-water solubility of MTBE and the potential risk for the contamination of drinking water resulted in its eventual removal in commercial gasoline formulations by the EPA in 2005. MTBE found use in increasing the oxygenate content of reformulated gasoline, yielding higher octane ratings and reductions in harmful tailpipe emissions. The search for alternative octane boosters led to use of methyl tertiary butyl ether (MTBE) and a blend of benzene, toluene, ethylbenzene and xylene (BTEX). gas stations by 1974 and the gradual transition away from TEL. Clean Air Act of 1963 was established by the EPA to mandate the option of unleaded gasoline in U.S. TEL was capable of boosting the octane rating of gasoline at a low cost but was known to cause health risks and damage catalytic converters in vehicles, negatively impacting exhaust quality. In 1921, tetraethyl lead (TEL) became the first octane booster used in commercial gasoline, known as leaded gasoline.
Boosted octane ratings also yield greater engine knocking resistance and more horsepower by allowing higher compression. Since octane ratings are measures of fuel stability, the higher the octane number the more stability. Octane boosters are commonly used in modern gasoline formulations to increase the octane rating of the gasoline. Prominence of Octane Boosters and Ethanol-Gasoline Blends Typically, the wide range of advantages translate to better fuel economy and improved overall functionality.
Fuel additives to introduce enhanced performance and protective properties have been staples in modern gasoline formulations. One of the most promising solutions for this ongoing dilemma would involve the development and implementation of advanced automotive fuel additives. The increased fuel efficiency expectations for modern automobiles in the coming decade raise concerns regarding the possible methods available for satisfying the fuel economy projections. The amended regulations lowered the fuel economy target to a 1.5% annual increase through 2026, with a projected goal of achieving 40.5 mpg by model year 2030. However, in March 2020, NHTSA and EPA proposed revisions to the existing CAFE regulations, known as the Safe Affordable Fuel-Efficient (SAFE) Vehicles Rule. The National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) proposed the Corporate Average Fuel Economy (CAFE) regulations in 2011, which established an average fuel economy target of 54.5 mpg for 2026 models. The century old Ford Model T was reported to have achieved up to 21 miles per gallon, while the average fuel economy of a new car in 2019 was 25.5 mpg*. This is apparent when conducting comparisons between antiquated models and their modern counterparts. Despite the progressiveness of modern vehicles, the average fuel economy of these vehicles appears to have stagnated. The design and development of modern automobiles has improved dramatically for the past couple of decades in terms of reliability, performance and affordability.
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