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For several years, ethanol is being used in controlled but unmarked fashion (levels less than 5%) in gasoline worldwide. Several problems associated with ethanol have put a restriction in using gasoline-ethanol blends with higher ethanol percentage, as it is in an existing engine. Changed physico-chemical properties of high ethanol percentage gasoline blend needs several challenges to be overcome in order to harness the potential of high ethanol content in the blend. The present paper highlights the results of investigation carried out with three different ethanol-gasoline blends i.e 10, 30 and 70 % ethanol blended with gasoline (E10, E30 and E70 respectively). An electronically controlled online fuel blending mechanism was designed and developed to ensure correct blending of two fuels in desired percentage.

Among different alternative fuels CNG and LPG are gaining popularity due to their lower cost and clean burning properties [1, 2]. Today it is desirable for gas engines not only to achieve fuel economy as compared to diesel engines but also to meet future emission standards with desirable performance and durability. This paper describes the development, testing and field experience of an electronically controlled sequential gas injection system. The necessary modifications required to convert the existing diesel engine into natural gas injection system are also discussed with full case studies on recent engines in operation in France, Australia, and China. These case studies demonstrate the strategic benefits provided by the AEC NGVS technology and the proof that performance emissions and affordability are achievable.

Experimental investigations relating to the performance and emission characteristics under idling conditions of a three cylinder passenger car spark ignition engine operating on a conventional carburettor and a developed single point gasoline fuel injection system are described in this paper. The idling performance at different engine speeds was studied by carrying out comprehensive engine testing on a test bed in two phases. In the first phase, experiments were conducted on an engine fitted with a conventional carburettor whilst they were extended to the engine provided with a developed electronic single point fuel injection (SPI) system, whose fuel spray was directed against the direction of air flow. The injection timing of the SPI system was varied from 82 deg. before inlet valve opening (or 98 deg. before top dead center) to 42 deg. after inlet valve opening (or 26 deg. after top dead center).