Engine
Exhaust emissions - Exhaust emissions from engines
Combustion of petrol and ethanol produces mainly:
Carbon dioxide (CO2) - non-poisonous. Humans and animals exhale carbon dioxide and this is absorbed by “all living things” and is therefore a part of the natural circulation. Fossil fuels (under ground) add to the amount of carbon dioxide in the atmosphere and are a contributor to the green house effect.
Carbon monoxide (CO) – poisonous. Can cause permanent damage, or in higher doses even be lethal. Transforms fairly quickly to CO2 when combined with oxygen.
Hydrocarbons (HC) are a residue produced by an incomplete combustion process. Some are very poisonous and a serious health hazard, especially the so-called aromatic hydrocarbons from petrol/diesel. Depending on the fuel, there are a number of different hydrocarbon molecular structures.
HC is also a green house gas and produces ground level ozone.
Note: Ground level ozone is a pollutant that contributes to forest damage. (Take a look at all the brown coniferous along major roads.)
Regarding ethanol, a large part of the HC emissions consist of non-combusted alcohol, single carbon chains, which are fairly harmless. Therefore these are technically not chemically classified as “hydrocarbons".
Nitrogen oxide (NOx) is a main contributor to eutrophication and acidification and ground level ozone can be the result when nitrogen oxides are combined with certain organic substances. Nitrogen oxides are also a health hazard for humans and animals.
A higher combustion temperature gives, among other things, increased NOx levels, which can be the case if the engine is not optimized for ethanol or for fuel saving purposes. This can result in problems, such as increased NOx emissions.
Petrol is also a contributor to benzene emissions which are a great health hazard and can cause leukemia and other forms of cancer.
All combustion processes produce formaldehyde (methanal) and acetaldehyde (ethanal).
Petrol, diesel and ethanol combustion produce only very small, negligible amounts of formaldehyde. (However, methanol produces significantly higher levels of formaldehyde, and media wrongly claimed this about ethanol).
Acetaldehyde is quickly transformed to formic acid and acetic acid when it gets in contact with the air. We use these substances as preserving agents and fertilizers, etc.
Diesel combustion also produces harmful particles consisting of hydrocarbons and sulphuric acid.
[ direct link ]
Exhaust emissions - Regulated emissions - requirements
For a car to be certified, a number of tests are required, including exhaust emission tests. Emissions is a compound term for the substances emitted into the exhaust pipe.
“Regulated emission” means the substances with a maximum permitted emission level for certification. For a petrol fuelled car these substances are: CO (carbon monoxide), HC (hydrocarbon) and NOx (nitric oxide).
During exhaust emissions tests NMHC, CO2 and fuel consumption are measured.
A car must comply with emission standards according to the norms (depending on year and make of the car) that applied when the car was manufactured. There are different requirements for each substance depending on year and make of the car. Newer models have stricter requirements. These are named Euro 1, 2, 3 and 4.
An exhaust emissions test means that all the exhaust emissions from the car are collected during an entire driving cycle. (See FAQ)
The simplified exhaust emissions inspection performed by the Swedish Motor Vehicle Inspection Co. is not comparable in regards of current emissions standards since this is performed when the car is unloaded and with the engine idling.
In general, exhaust emissions from newer cars has decreased approx. 100 times since the mid-seventies. This is the result of stricter requirements and new technology.
Note: Note:
There are now higher requirement for carbon monoxide emissions with the new exhaust emissions tax and fines for manufacturers who cannot meet the new environment requirements. CO2 exists naturally in our environment, but is a contributor to the greenhouse effect. CO2 emission is directly linked to fuel consumption.
[ direct link ]
Exhaust emissions - What is emissions testing?
During an emissions test a driving cycle is performed with different driving speeds and under different driving conditions. During the test the exhaust emissions are collected and measured and showed at an average per kilometre.
There are different test procedures and the requirements for a car to be certified in Europe are the NEDC norm, (New European Driving Cycle).
This also includes tests at different temperatures (+20 degrees C and -7 degrees C) and driving for approx. 11 km and cold engine starts are also included in the test.
During certification tests, an additional deterioration factor is added, meaning that measured exhaust emission values must be counted 1.2 times and that the result must be under current limits. This is because vehicles’ exhaust emission values usually deteriorate over the years. The car manufacturers are responsible for exhaust emissions for five years or for 80 000 km (for vehicles manufactured in 2005, or older) and 100 000 km (for newer vehicles).
There are discussions that this test procedure is not comparable to the normal use of a car. The average effect during the test is very low and speed and acceleration are very moderate. Since the declared fuel consumption is stated after this test it means that the real fuel consumption is higher in general.
For analyses regarding vehicle exhaust emissions an additional test called “Artemis” is used. This test uses a considerably longer testing distance, quicker accelerations and higher speeds.
The only accredited institute in Sweden qualified to perform exhaust emissions tests according to these norms is AVL-MTC in Stockholm.
Note!
Exhaust emissions test at the Swedish Motor-Vehicle Inspection Co or corresponding.
Emissions tests according to NEDC, Artemis, etc are not comparable to the simplified tests performed yearly by the Swedish Motor-Vehicle Inspection Co or at a car repair garage. If a car passes “the exhaust requirements” of such a simple test does not mean it will pass a harder exhaust emissions test.
The same applies for tests with fixed load stages, for instance in an engine dynometer.
A car will not comply with "exhaust emission requirements" after such a simplified test procedure, contrary to statements on various sites and forums.
[ direct link ]
Power/Torque - A mathematical relation
Horsepower and torque form a mathematical formula.
The relation is approximately power=torque* RPM/7025.
Therefore torque is a function of RPM and power.
Speaking generally of h.p it usually refers to top power performance and torque refers to h.p. at medium speed. Increase one and the other one usually follows, even if two engines with the same top power performance can have different maximum torque.
In principle it is the "power" that accelerates the vehicle. The difference in acceleration of a vehicle can be described as the difference between the areas of two different power/torque curves. If the area is 25% larger the acceleration is 25% more effective.
BSR has chosen to prioritise torque increase in combination with an increased top power performance
P.S Today kW (kilowatt) is often used as a unit to measure the power of an engine. In the car industry however, the somewhat technically obscure unit horsepower is still in use.
[ direct link ]
Power measuring by BSR
The power and torque results measured by BSR may differ from the details stated by the car manufacturers depending on the different measuring methods used.
BSR’s power and torque graphs have mainly been developed using a dynamic testing procedure. This takes place at a sophisticated Rototest facility.
We think this is the superior testing method to show the performance of a vehicle during normal road use. A dynamic measurement corresponds to a long acceleration with full throttle.
For type approved conversion kits a we use a method more similar to the static measuring procedure used by car manufacturers during power certification.
See more here: http://www.bsr.se/docs/RRI-20080801.pdf
[ direct link ]
Engine - the Catalytic Converter
A catalytic converter will reduce a large part of the toxic exhaust emissions. A functioning catalytic converter will reduce CO (carbon oxide) with about 65-75 %, hydrocarbons (HC) with 60-75 %, and nitric oxides (NOx) with 70-95 %.
The catalytic converter is consequently one of the best innovations to reduce combustion by-products and convert them to less toxic substances.
The function of a catalytic converter will deteriorate in time and its cleaning effect will decrease. Errors or a wrongly optimized engine can reduce the catalytic converter’s functions.
[ direct link ]
Engine - Knockings
Knockings can happen to all engines, especially during high loads, incorrect sparking and when using low octane fuels, etc.
In short, knocking is an uncontrolled combustion process at the wrong moment, and it is harmful to the engine.
Modern engines have knocking sensors indicating knockings. The ECU will then regulate certain parameters until the knockings stops, which results in less power and impaired performance. Knockings can damage the engine.
Not all knocking sensors will sense all kinds of knockings, this can be a risk when using fuel blends, (for instance ethanol).
[ direct link ]
Combustion of petrol and ethanol produces mainly:
Carbon dioxide (CO2) - non-poisonous. Humans and animals exhale carbon dioxide and this is absorbed by “all living things” and is therefore a part of the natural circulation. Fossil fuels (under ground) add to the amount of carbon dioxide in the atmosphere and are a contributor to the green house effect.
Carbon monoxide (CO) – poisonous. Can cause permanent damage, or in higher doses even be lethal. Transforms fairly quickly to CO2 when combined with oxygen.
Hydrocarbons (HC) are a residue produced by an incomplete combustion process. Some are very poisonous and a serious health hazard, especially the so-called aromatic hydrocarbons from petrol/diesel. Depending on the fuel, there are a number of different hydrocarbon molecular structures.
HC is also a green house gas and produces ground level ozone.
Note: Ground level ozone is a pollutant that contributes to forest damage. (Take a look at all the brown coniferous along major roads.)
Regarding ethanol, a large part of the HC emissions consist of non-combusted alcohol, single carbon chains, which are fairly harmless. Therefore these are technically not chemically classified as “hydrocarbons".
Nitrogen oxide (NOx) is a main contributor to eutrophication and acidification and ground level ozone can be the result when nitrogen oxides are combined with certain organic substances. Nitrogen oxides are also a health hazard for humans and animals.
A higher combustion temperature gives, among other things, increased NOx levels, which can be the case if the engine is not optimized for ethanol or for fuel saving purposes. This can result in problems, such as increased NOx emissions.
Petrol is also a contributor to benzene emissions which are a great health hazard and can cause leukemia and other forms of cancer.
All combustion processes produce formaldehyde (methanal) and acetaldehyde (ethanal).
Petrol, diesel and ethanol combustion produce only very small, negligible amounts of formaldehyde. (However, methanol produces significantly higher levels of formaldehyde, and media wrongly claimed this about ethanol).
Acetaldehyde is quickly transformed to formic acid and acetic acid when it gets in contact with the air. We use these substances as preserving agents and fertilizers, etc.
Diesel combustion also produces harmful particles consisting of hydrocarbons and sulphuric acid.
[ direct link ]
Exhaust emissions - Regulated emissions - requirements
For a car to be certified, a number of tests are required, including exhaust emission tests. Emissions is a compound term for the substances emitted into the exhaust pipe.
“Regulated emission” means the substances with a maximum permitted emission level for certification. For a petrol fuelled car these substances are: CO (carbon monoxide), HC (hydrocarbon) and NOx (nitric oxide).
During exhaust emissions tests NMHC, CO2 and fuel consumption are measured.
A car must comply with emission standards according to the norms (depending on year and make of the car) that applied when the car was manufactured. There are different requirements for each substance depending on year and make of the car. Newer models have stricter requirements. These are named Euro 1, 2, 3 and 4.
An exhaust emissions test means that all the exhaust emissions from the car are collected during an entire driving cycle. (See FAQ)
The simplified exhaust emissions inspection performed by the Swedish Motor Vehicle Inspection Co. is not comparable in regards of current emissions standards since this is performed when the car is unloaded and with the engine idling.
In general, exhaust emissions from newer cars has decreased approx. 100 times since the mid-seventies. This is the result of stricter requirements and new technology.
Note: Note:
There are now higher requirement for carbon monoxide emissions with the new exhaust emissions tax and fines for manufacturers who cannot meet the new environment requirements. CO2 exists naturally in our environment, but is a contributor to the greenhouse effect. CO2 emission is directly linked to fuel consumption.
[ direct link ]
Exhaust emissions - What is emissions testing?
During an emissions test a driving cycle is performed with different driving speeds and under different driving conditions. During the test the exhaust emissions are collected and measured and showed at an average per kilometre.
There are different test procedures and the requirements for a car to be certified in Europe are the NEDC norm, (New European Driving Cycle).
This also includes tests at different temperatures (+20 degrees C and -7 degrees C) and driving for approx. 11 km and cold engine starts are also included in the test.
During certification tests, an additional deterioration factor is added, meaning that measured exhaust emission values must be counted 1.2 times and that the result must be under current limits. This is because vehicles’ exhaust emission values usually deteriorate over the years. The car manufacturers are responsible for exhaust emissions for five years or for 80 000 km (for vehicles manufactured in 2005, or older) and 100 000 km (for newer vehicles).
There are discussions that this test procedure is not comparable to the normal use of a car. The average effect during the test is very low and speed and acceleration are very moderate. Since the declared fuel consumption is stated after this test it means that the real fuel consumption is higher in general.
For analyses regarding vehicle exhaust emissions an additional test called “Artemis” is used. This test uses a considerably longer testing distance, quicker accelerations and higher speeds.
The only accredited institute in Sweden qualified to perform exhaust emissions tests according to these norms is AVL-MTC in Stockholm.
Note!
Exhaust emissions test at the Swedish Motor-Vehicle Inspection Co or corresponding.
Emissions tests according to NEDC, Artemis, etc are not comparable to the simplified tests performed yearly by the Swedish Motor-Vehicle Inspection Co or at a car repair garage. If a car passes “the exhaust requirements” of such a simple test does not mean it will pass a harder exhaust emissions test.
The same applies for tests with fixed load stages, for instance in an engine dynometer.
A car will not comply with "exhaust emission requirements" after such a simplified test procedure, contrary to statements on various sites and forums.
[ direct link ]
Power/Torque - A mathematical relation
Horsepower and torque form a mathematical formula.
The relation is approximately power=torque* RPM/7025.
Therefore torque is a function of RPM and power.
Speaking generally of h.p it usually refers to top power performance and torque refers to h.p. at medium speed. Increase one and the other one usually follows, even if two engines with the same top power performance can have different maximum torque.
In principle it is the "power" that accelerates the vehicle. The difference in acceleration of a vehicle can be described as the difference between the areas of two different power/torque curves. If the area is 25% larger the acceleration is 25% more effective.
BSR has chosen to prioritise torque increase in combination with an increased top power performance
P.S Today kW (kilowatt) is often used as a unit to measure the power of an engine. In the car industry however, the somewhat technically obscure unit horsepower is still in use.
[ direct link ]
Power measuring by BSR
The power and torque results measured by BSR may differ from the details stated by the car manufacturers depending on the different measuring methods used.
BSR’s power and torque graphs have mainly been developed using a dynamic testing procedure. This takes place at a sophisticated Rototest facility.
We think this is the superior testing method to show the performance of a vehicle during normal road use. A dynamic measurement corresponds to a long acceleration with full throttle.
For type approved conversion kits a we use a method more similar to the static measuring procedure used by car manufacturers during power certification.
See more here: http://www.bsr.se/docs/RRI-20080801.pdf
[ direct link ]
Engine - the Catalytic Converter
A catalytic converter will reduce a large part of the toxic exhaust emissions. A functioning catalytic converter will reduce CO (carbon oxide) with about 65-75 %, hydrocarbons (HC) with 60-75 %, and nitric oxides (NOx) with 70-95 %.
The catalytic converter is consequently one of the best innovations to reduce combustion by-products and convert them to less toxic substances.
The function of a catalytic converter will deteriorate in time and its cleaning effect will decrease. Errors or a wrongly optimized engine can reduce the catalytic converter’s functions.
[ direct link ]
Engine - Knockings
Knockings can happen to all engines, especially during high loads, incorrect sparking and when using low octane fuels, etc.
In short, knocking is an uncontrolled combustion process at the wrong moment, and it is harmful to the engine.
Modern engines have knocking sensors indicating knockings. The ECU will then regulate certain parameters until the knockings stops, which results in less power and impaired performance. Knockings can damage the engine.
Not all knocking sensors will sense all kinds of knockings, this can be a risk when using fuel blends, (for instance ethanol).
[ direct link ]
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