Biofuels for motorcycles by JF Giraud
Contents
1 Introduction
2 The Purpose (Mission)
2.1 These are the targets we want to meet
2.2 This is how our organisation will gain.
3 Objectives
3.1 Measurable Objectives:
4 Deliverables
5 Project Constraints
6 Project Details
Abstract: This study analyses the performance and emissions from a production 250cc, eight-valve, four-stroke air/oil cooled carburated [V2, carburator: double Mikuni BDS26 type, corrected compression ratio: 10.2 to 1, bore 57mm, stroke 48.4 mm displacement 249cubiccm ] engine fueled by several blends of alternate and conventional fuels such as: hydrous alcohol [ethanol-methanol-butanol] and gasoline and diesel and standard alkanes. The engine was mounted on a 2008 Hyosung Aquila 250 cc motorcycle and tested in a real life city and highway driving conditions in compliance with the pre-approved test plan standard. The engine is an oil cooled DOHC 4-valve 90° V-twin 249 cc that produces 27 Hp @ 10500 rpm. The maximum torque is 16.73 lb/ft of torque @ 8000 rpm. Fuel soak tests are conducted in a laboratory environment under controlled environmental conditions to simulate aging. This system has the advantage of easy access to the fuel components and the control of variables such as air fuel mix ratios.
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Reference number: FuelBlendsAdditivesAnalysisJFGmpm
Title: Engine and fuel systems performance, emissions and environmental compliances of conventional [gasoline-diesel blends] and biofuels: Hydrous methanol/ethanol/butanol, vs. alkanes gasoline-ethanol-diesel-RFG blends.
Abstract: This study analyses the performance and emissions from a production 250cc, eight-valve, four-stroke air/oil cooled carburated [V2, carburator: double Mikuni BDS26 type, corrected compression ratio: 10.2 to 1, bore 57mm, stroke 48.4 mm displacement 249cubiccm ] engine fueled by several blends of alternate and conventional fuels such as: hydrous alcohol [ethanol-methanol-butanol] and gasoline and diesel and standard alkanes. The engine was mounted on a 2008 Hyosung Aquila 250 cc motorcycle and tested in a real life city and highway driving conditions in compliance with the pre-approved test plan standard. The engine is an oil cooled DOHC 4-valve 90° V-twin 249 cc that produces 27 Hp @ 10500 rpm. The maximum torque is 16.73 lb/ft of torque @ 8000 rpm. Fuel soak tests are conducted in a laboratory environment under controlled environmental conditions to simulate aging. This system has the advantage of easy access to the fuel components and the control of variables such as air fuel mix ratios.
Tests, verification and validation:
- The engine performance parameters investigated were: anti-knocking properties [AP or resistance to detonation], torque, fuel consumption [FC], carbon deposits in the combustion chamber, exhaust ports [including valves and exhaust], starting properties at various temperatures and relative humidity, combustion efficiency.
- The environmental performance parameters investigated were:
Carbon monoxide [CO], carbon dioxide [CO2], alkanes/hydrocarbons [HC] and oxides of nitrogen [NOX] exhaust emissions levels.
- The effect on fuel systems performance parameters investigated were:
Materials deterioration, corrosion of metals, swelling of polymers, durability, level of filters contamination.
Results: torque and FC were optimum when the high octane 91 gasoline-butanol blend was used for highway driving at low RPM. Environmental compliance: CO and HC were levels were indirectly proportional to alcohol concentration in gasoline-diesel, CO2 and NOX levels were directly proportional. Fuel consumption: 100% 93 AKI gasoline highway = 3.6 L/100kms. 80% 93 AKI gasoline 20% hydrous butanol highway = 3.2 L/100kms. Rubbers gaskets volume have been found to increase by 15% when exposed to 93% hydrous ethanol for 90 days at 60C. Weight increas were in the same range.
Evaluation of biofuel resistant materials, finishes and specialty coatings.
Related data, biofuels research notes, upcoming research, references... :
Soak tests: immersed fuel components in pure biofuels acetone for 90 days at 60C, results: no visible effects other than some minor swelling.
Alcohols and Acetone have been found to deteriorate cheap plastics and other substances. While the components in automotive fuel system generally are of high quality and immune to any deleterious effects from exposure to alcohols and acetone. Validation testing is required.
Dependant variables: Engine and environmental performance, engine wear, librication of engine's cylinder walls.
Independent variables: fuel blend types, fuel blends ratios, air mix ratios, additives type and concentrations.
Objectives: design, develop and commercialize new additives, blends, coatings and models that will improve the compatibility of current and legacy fuel systems with alternate and synthetic fuels. Develop a consulting expertise. Improve environmental compliances. Improve thermal and combustion efficiencies. Improve engines and fuel system durability, performance, capabilities and operating costs efficiencies
Keywords, parameters and topics:
Fuels: Biofuels, synthetic fuels, alternate fuels, algae biofuels, butanol, ethanol, propanol, Isopropyl alcohol [IPA], hydrous ethanol, anhydrous ethanol, gasoline, diesel, octane ratings,
ICE: Internal combustion engine, compression ratios, engine wear,
Chemical compatibility: corrosion and deterioration of fuel systems polymers and metals caused by alcohols and fuel oxidation, validation of manufacturers' fuel recommendations, reformulated or oxygenated gasolines [RFG], carbon deposits,
Additives: detergent, nitrogen enrichment, anti oxidants/gumming, anti corrosion agents, stabilizers, , metal deactivators, sequestrants,
Standards: environment Canada, Transport Canada, FAA, JAA, Canadian General Standards Board (CGSB), WHMIS, MSDS, TDS, clean air act, environmental compliance, top tier detergent gasoline industry standard [a proprietary standard for a class of gasoline with detergents]
Other: air flow turbulence, formic acid / methanoic acid , engine gunk, fuel oxidation, gasoline contaminants, water contamination, octane boosters, cleaning agents, intake valves and fuel injectors, improved fuel efficiency, reduced driving upsets (rough idle, stalling and surge), improved acceleration, increased engine power, reduced vehicles emissions,
Details: Octane ratings: normal 87, high 93 [AKI R+M/2 method]. Hydrous alcohols used 7% water content in ethanol. Hydrous / wet ethanol is the most concentrated grade of ethanol that can be produced by simple distillation, without the further dehydration step necessary to produce anhydrous (or dry) ethanol. Hydrous ethanol (also sometimes known as azeotropic ethanol) typically ranges from 186 proof (93% ethanol, 7% water) to 192 proof (96% ethanol, 4% water).
Risks: running ethanol in concentration higher than 5% an engine can damage magnesium, aluminum, and rubber parts in the fuel system. E85, or Flex Fuel engines have rubber conditioned to transport or store E85 and stainless steel that does not corrode when exposed to alcohol.
Testing analysis and reporting:
Obtain regular fuel from local gas station and jet fuel from local airport. Filter fuel additives [deoxidizers, oxygenates, detergents, anti-corrosion compound...] by scrubbing with a silica gel that will remove most additives and contaminants which are typically polar molecules. This filtered fuel is the baseline fuel and is assumed to be constant enough within one season to determine the cause and effect relationships between the dependent and independent variables.
Prepare the fuel blends and insert additives [no more than 10 mg of additives per 100 ml of baseline fuel.
Record the baseline dependent and independent variables.
Run test for a variable number of kilometers and time.
Record the short term results [gas mileage, environmental emissions, engine and system's performance...].
Record the long term effects and results of blends and additives on the chemical compatibilities of the materials in the fuel system : neoprene, pvc, polysulfides, polythioethers, epoxies, polyurethanes, polyethylenes, rubber, alloy steel, corrosion resistant steel, aluminum, brass, ...]
Perform a data analysis and provide report and recommendations to customers.
Upcoming tests: repeat evaluation on a dynamo meter, fuel injected systems, water cooled engines, more biofuels blends, total carbon emissions mass balance, energy balance evaluation, thermodynamic efficiency, combustion efficiency ...
Notes: this study is a simplification of more advanced automotive fuel systems and R/D efforts conducted for our aerospace customers. The data is used to validate previous laboratory results [validation is testing and verification of assumptions and trials in actual conditions. Design and/or development validation follows successful design and/or development verification. Validation is performed under defined operating conditions. Validation is normally performed on the final product, but may be necessary in earlier stages prior to product completion. Multiple validations may be performed if there are different intended uses.]
Air to fuel mix ratios are controlled by adjusting/pulling the manual choke lever.
Only denatured ethanols are used [i.e blended with at least 10% regular gasoline].
The hydroxyl group on the ethanol molecule is an extremely weak acid, but it can enhance corrosion for some natural materials.
Preliminary report outline: Introduction, Literature review, Environmental compliance, Alternate fuels, Engine operating parameters, Design of experiments, Tests, Experimental methods, Statistical analysis, Results and discussion, Conclusions, Acknowledgements, References.
Credentials: Chemical engineer since 1987, specializing in automotive materials and processes.
Technical details:
Literature review:
SAE Society of Automotive Engineersand the
ASTM American Society for Testing and Materials
Internet search.
OEMs Original Equipment Manufacturers
Tier I and II suppliers. Suppliers of parts systems and componenst to OEMs
Determine what materials are typically used in a fuel systems
Standard test procedures used to validate a material for compatibility with a fuel Criteria to determine compatibility with a fuels
Experiments:
SAE J1748 Methods for determining physical properties of polymeric materials exposed to gasoline/oxygenate fuel mixtures,
ASTM D471-06 Standard test method for rubber property effect of liquids,
ASTM D412-06a Standard test methods for vulcanized rubber and thermoplastic elastomers tension,
ASTM D3183-02 Standard practice for rubber preparation of pieces for test purposes from products,
ASTM D2240-04 Standard test method for rubber property - durometer hardness
SAE J1681 [The test fuels were blended as per ]. Gasoline alcohol and diesel fuel surrogates for materials testing.
SAE J1748 and ASTM D471, specimens were completely immersed for 500 hours at 55 ± 2 °C and alloed to cool down for 60 minutes before testing.
Properties measured:
Volume, weight, appearance, hardness, tensile strength, ultimate elongation.
When :
- before immersion,
- after immersion,
- after dry-out:
Test specimens size. 2 x 4 x 0.1 in
Materials tested:
Acrylic rubber
Neoprene [polychloroprene]
Nitrile rubber
Paracril [nitrile/PVC blend]
Viton [fluoroelastomer]
Test fuels: Blends 0 to 100%, see DOE for details.
Apparatus:
1 liter glass jars with Teflon lined lids.
3 jars per polymer, per fuel were used for replication
specimens were suspend with stainless steel wires
configuration: specimen is completely immersed but does not touch the bottom of the jar
Definitions for the purpose of this study:
- Pure (anhydrous) alcohol has a purity of 99.7%.
MIKUNI BDS26 Type Double Carburetor as used on the 2008 Aquila 250
* Idle r.p.m. 1,450 ~ 1,555 r.p.m.
* Float height 17mm or 9.67in
* Throttle cable play 0.5 ~ 1.0 mm
* Main Jet (M.J.) Front 92.5 Rear 95
* Main air jet (M.A.J.) Front and Rear 90
* Jet Needle (J.N.) Front and Rear 2ND
* Needle jet (N.J.) Front O-3 Rear O-4
* Pilot jet (P.J.) Front and Rear 20
* Throttle valve (TH.V) Front and Rear 130
* By-pass (B.P.) #1-0.9 #2-0.9 #3- 0.8 #4- 0.8
* Valve seat (V.S.) Front and Rear 1.2
* Starter jet (G.S.) Front and Rear 22.5
* Pilot outlet (P.O.) Front and Rear 0.75
* PV Stroke (P.V.) Front and Rear STD
ref: Service Manual # 99000-94710
Additional specifications for the Aquila GV250:
Engine
Engine: 4-stroke, DOHC, 8-valve, Oil/Air-cooled, V-Twin
Displacement: 249cc
Power: 27.8hp @ 10000rpm
Clutch: Wet Multi-Plate Type
Gears: 1 Down, 4 Up
Carburetor: MIKUNI BDS 26
Starter: Electric
Chassis
Suspension: (FR) Telescopic, (RR) Swing Arm
Brakes: (FR) Disc, (RR) drum
Tyres: (FR) 110/90-16 59S, (RR) 150/80-15M/C 70S
Dimensions
L x W x H: 2270×800x1090 mm
Wheelbase: 1500 mm
Ground clearance: 155 mm
Seat Height: 700mm
Dry mass: 167 Kg
Fuel Tank: 14 Litres
Tools and instruments:
Mechanics tool set.
Electrical: multimeters, chargers, testers, impedance.
Computers, data analysis software [excel and dataplot]
DataMite Mini and DataMite III USB Hardware
http://performancetrends.com/dtm-hdwe.htm
Related data, biofuels research notes, upcoming research, references... :
Soak tests: immersed fuel components in pure biofuels acetone for 90 days at 60C, results: no visible effects other than some minor swelling.
Alcohols and Acetone are known to deteriorate cheap plastics and other substances. While the components in automotive fuel system generally are of high quality and immune to any deleterious effects from exposure to alcohols and acetone, be aware that "ideal" is not always the case in practice. Upcoming and future required tests by a certified an accredited laboratory authority are required.
Literature reviews, extracts and links:
TDS [Technical Data sheets], MSDS [Material Safety Data Sheet], Links:
Ultramar Gasoline and E10 TDS / MSDS
Shell Fuels and additives [Nitrogen enriched] / Shell MSDS
Gasoline additives increase gasoline's octane rating or act as corrosion inhibitors or lubricants, thus allowing the use of higher compression ratios for greater efficiency and power, however some carry heavy environmental risks. Types of additives include metal deactivators, corrosion inhibitors, oxygenates and antioxidants. ref: http://en.wikipedia.org/wiki/Gasoline_additive
Isopropyl alcohol is a major ingredient in "gas dryer" fuel additives. In significant quantities, water is a problem in fuel tanks, as it separates from the gasoline, and can freeze in the supply lines at cold temperatures. It does not remove water from gasoline; rather, the alcohol solubilizes water in gasoline. Once soluble, water does not pose the same risk as insoluble water as it will no longer accumulate in the supply lines and freeze. Isopropyl alcohol is often sold in aerosol cans as awindscreen de-icer. ref: http://en.wikipedia.org/wiki/Isopropyl_alcohol
Metal deactivators, or metal deactivating agents (MDA) are fuel additives and lubricant additives used to stabilize fluids by deactivating (usually by sequestering) metal ions, mostly introduced by the action of naturally occurring acids in the fuel and acids generated in lubricants by oxidative processes with the metallic parts of the systems. Fuels desulfurized by copper sweetening also contain a significant trace amounts of copper. Metal deactivators inhibit the catalytic effects of such ions, especially copper, retarding the formation of gummy residues (eg. gels containing copper mercaptide). [1] Even as low concentrations of copper as 0.1 ppm can have detrimental effects. An example of a metal deactivator used for gasoline andjet fuels is N,N'-disalicylidene-1,2-propanediamine. It is used in turbine and jet fuels, diesel, heating oil, and greases. It is approved for military and commercial aviation fuels. Benzotriazole and its various derivatives are also common in lubricantformulas. ref: http://en.wikipedia.org/wiki/Metal_deactivator
Specific pollutants. Motor vehicles produce many different pollutants. The principal pollutants of concern—those that have been demonstrated to have significant effects on human, animal, plant, and environmental health and welfare—include: Hydrocarbons, Carbon monoxide (CO), Nitrogen oxides (NOx), Carbon dioxide (CO2), Particulates – soot or smoke made up of particles in the micrometre size range, Sulphur oxides (SOx): A general term for oxides of sulphur. ref: http://en.wikipedia.org/wiki/Vehicle_Emissions
HONDA CHAIRMAN TAKEO FUKUI: "Even the best internal-combustion engines still waste more than 80% of the energy created by burning gasoline." —Reported in Wall Street Journal July 25th, 2005
K12719: I believe Mr. Fukui was perhaps referring to cars and not specifically to engines. Gasoline engines are 20% to 30% thermally efficient while the newer diesels, e.g., the DuraMax manufactured for GM by Isuzu, are 50% efficient. (Jet engines are 30% to 50% thermally efficient.) Combustion efficiency is about 98% while thermal efficiency is about 30% for modern automobile engines. Of the 98% of the energy, in the chemical bonds of the fuel, from the combustion process, roughly 30% is realized at the flywheel. The rest is shed as heat from the radiator and exhaust and used in overcoming engine friction, etc. About 30% of the usable energy produced by the engine is used to overcome friction in the transmission, differential, wheel bearings and tires, leaving us about 20% of the energy of the fuel being used to move the car forward. This then would account for the 80% “wasted? that Mr. Fukui referred to though, I’m not sure that “wasted? would be my choice of words nor am I sure that is the term he actually used. The quote you refer to is a quote by Joseph White, a staff reporter of the Wall Street Journal and not a direct, or referenced, quote by Mr. Fukui himself. For an in depth view of the workings of the internal combustion engine, I would recommend “Internal Combustion Engine Fundamentals? by John Heywood, PhD, professor of mechanical engineering at MIT.
ref : http://peswiki.com/index.php/Directory:Acetone:Laws_of_Thermodynamics
Quoting Chevron Oil
“Combustion catalysts may be the most vigorously promoted diesel fuel aftermarket additive. However, the Southwest Research Institute, under the auspices of the U.S. Transportation Research Board, ran back-to-back tests of fuels with and without a variety of combustion catalysts. These tests showed that a catalyst usually made "almost no change in either fuel economy or exhaust soot levels." While some combustion catalysts can reduce emissions, it is not surprising that they don't have a measurable impact on fuel economy. To be effective in improving fuel economy, a catalyst must cause the engine to burn fuel more completely. But there is not much room for improvement. With un additized fuel, diesel engine combustion efficiency is typically greater than 98%. Ongoing design improvements to reduce emissions are likely to make diesel engines even more efficient.?
http://www.chevron.com/products/prodserv/fuels/bulletin/diesel/L1_toc_rf.htm]Reference
“Incomplete burning of fuel is insignificant in modern cars. Fuel combustion today typically exceeds 98 percent.? -- John Heywood, Ph.D, professor of mechanical engineering at MIT and an authority on internal-combustion engines.
Octane rating : The octane rating of n-butanol is similar to that of gasoline but lower than that of ethanol and methanol. n-Butanol has a RON (Research Octane number) of 96 and a MON (Motor octane number) of 78 while t-butanol has octane ratings of 105 RON and 89 MON.[14] t-Butanol is used as an additive in gasoline but cannot be used as a fuel in its pure form because its relatively high melting point of 25.5 °C causes it to gel and freeze near room temperature. A fuel with a higher octane rating is less prone to knocking (extremely rapid and spontaneous combustion by compression) and the control system of any modern car engine can take advantage of this by adjusting the ignition timing. This will improve energy efficiency, leading to a better fuel economy than the comparisons of energy content different fuels indicate. By increasing the compression ratio, further gains in fuel economy, power and torque can be achieved. Conversely, a fuel with lower octane rating is more prone to knocking and will lower efficiency. Knocking can also cause engine damage.
ref: http://en.wikipedia.org/wiki/Biobutanol
Hydrous ethanol blends (oxygenated hydrocarbons) lower engine operating temperatures due to cooling of intake fuel mixture with 3-6% more water and increasing heat of vaporization when compared to anhydrous ethanol. The result is more efficient combustion, cooler running engines, lower exhaust temperatures, and increased longevity of engine life. The water contained in hydrous ethanol blends also reduces NOx emissions. In addition to the effects of higher water content in hydrous ethanol, ethanol increases compression ratios and decreases engine knocking (detonation). Essentially, both water and ethanol increase the octane level of the fuel mixture. The octane number is a measure of the resistance of a fuel to auto-ignition. It is also defined as a measure of anti-knock performance of a gasoline or gasoline component such as hydrous ethanol. Higher octane levels contribute to enhancing the thermodynamic efficiency of combustion engines, which subsequently increases fuel efficiency. The increase in total engine efficiency results in optimizing fuel efficiency for both ethanol and gasoline. In addition to the strong hydrogen bonds contained in water molecules, the polarity of the OH groups contained in ethanol molecules can form hydrogen bridges causing relatively strong attractive forces between molecules in liquid phases. Upon vaporization of hydrous ethanol as a fuel, the distance between the water and ethanol molecules increase such that molecular interactions including physical properties are disrupted. This process accumulates a certain amount of latent (stored) energy. During combustion of these vapors, this explains why the heat of vaporization of hydrous ethanol blends is so much higher than that of regular gasoline components and non-alcohol oxygenates like methyl tertiary butyl ether (MTBE) which do not contain OH groups (non-alcohols). High heat of vaporization values are typical for water and alcohols including hydrous ethanol and hydrous ethanol blends (oxygenated hydrocarbons). According to Baylor University, “as far as safety and performance is concerned, hydrous ethanol is a slightly better fuel [than anhydrous ethanol] in every respect (except specific fuel consumption since water does not provide any caloric content). Small quantities of water absorbed in the fuel result in a slight increase in power caused by the higher latent heat of vaporization of the fuel.” ref: http://fieldtopump.wordpress.com/2009/04/22/anhydrous-ethanol-vs-hydrous-ethanol-in-gasoline-blending/
Initial tests conducted in Europe have confirmed that hydrous ethanol can be blended effectively with gasoline without phase separation or other problems. An unmodified Volkswagen Golf 5 FSI was operated successfully on HE15 (15% hydrous ethanol blended with gasoline), meeting European exhaust emission standards in testing conducted by the Netherlands research organization TNO Automotive and by SGS Drive Technology Center of Austria. In addition to confirming the effectiveness of hydrous ethanol for gasoline blending in actual vehicle trials, these initial tests have shown measurable increases in volumetric fuel economy, indicating higher thermodynamic efficiencies resulting from hydrous ethanol. This recently discovered phenomena for mid-level ethanol blends appears to be due to the benefits of oxygenation and heat of vaporization in conjunction with capitalizing on the change in chemical and physical properties which occur as a result of combining water, ethanol, and gasoline. When appropriately combined in mid-level ethanol blends, the chemical reactions of these compounds optimize the efficiency at which internal combustion engines operate. For hydrous ethanol blends, this is accomplished primarily through the total heat of vaporization resulting from combining ethanol and water. Essentially, the lower energy content of hydrous ethanol is counteracted by increasing engine performance due to higher heat of vaporization of ethanol and water in comparison with gasoline and anhydrous blends. Hydrous ethanol blends (oxygenated hydrocarbons) lower engine operating temperatures due to cooling of intake fuel mixture with 3-6% more water and increasing heat of vaporization when compared to anhydrous ethanol. The result is more efficient combustion, cooler running engines, lower exhaust temperatures, and increased longevity of engine life. The water contained in hydrous ethanol blends also reduces NOx emissions. In addition to the effects of higher water content in hydrous ethanol, ethanol increases compression ratios and decreases engine knocking (detonation). Essentially, both water and ethanol increase the octane level of the fuel mixture. The octane number is a measure of the resistance of a fuel to auto-ignition. It is also defined as a measure of anti-knock performance of a gasoline or gasoline component such as hydrous ethanol. Higher octane levels contribute to enhancing the thermodynamic efficiency of combustion engines, which subsequently increases fuel efficiency. The increase in total engine efficiency results in optimizing fuel efficiency for both ethanol and gasoline. ref:
http://www.sseassociation.org/component/fireboard/?func=view&id=62&catid=10
Technical Paper On The Introduction of Greater Than E10-Gasoline Blends
http://www.allsafe-fuel.org/TechPaper.pdf
E85 is a mix of 85 percent ethanol and 15 percent gasoline. Unless your motorcycle is designated as a "flex-fuel" vehicle you should not use E85. If manufacturers are making E85 motorcycle, they are definately keeping it quiet, but they are probably coming soon. If you run E85 ethanol motorcycle fuel in bikes that are designed for gasoline, then your motorcycle may be severely damaged. It can cause damage to seals and hoses along with causing corrosion throughout the fuel system. It can also wash lubrication off the engine's cylinder walls. The hydroxyl group on the ethanol molecule is an extremely weak acid, but it can enhance corrosion for some natural materials. For ethanol contaminated with larger amounts of water (i.e., approximately 11% water, 89% ethanol), considerable engine wear will occur. This wear is especially harsh during times while the engine is heating up to normal operating temperatures. Just after starting the engine low temperature partial combustion of the water-contaminated ethanol mixture takes place and causes engine wear. This wear, caused by water-contaminated E85, is the result of the combustion process of ethanol, water, and gasoline producing considerable amounts of formic acid (also known as methanoic acid). In addition to the production of formic acid occurring for water-contaminated E85, smaller amounts of acetaldehyde and acetic acid are also formed for water-contaminated ethanol combustion. Of these partial combustion products, formic acid is responsible for the majority of the rapid increase in engine wear. Engines specifically designed for ethanol motorcycle flex fuels employ soft nitride coatings on their internal metal parts to provide resistance to formic acid wear in the event of water contamination of E85 fuel. Also, the use of lubricant oil (motor oil) containing an acid neutralizer is necessary to prevent the damage of oil-lubricated engine parts in the event of water contamination of fuel. Since older cars are not protected from formic acid the use of E85 is not recommended. ref: http://www.motorcycle-accessories-wiseguy.com/ethanol-motorcycle.html
TDS of pure gasolines used in tests:
UNLEADED GASOLINE, ALL GRADES
SPECIFICATION SUPREME PLUS REGULAR METHOD
Research Octane Number, RON 95.0 92.5 91.0 D2699
Motor Octane Number, MON 85.0 83.0 82.0 D2700
(RON + MON) / 2 91.0 89.0 87.0 --------
MIN MAX METHOD
Sulphur, ppm weight 80 D5453
At the refinery 70
Sulphur, yearly pool average, ppm 30
Gum Existent, mg/100 mL 5 D381
Unwashed gums, mg/100 ml 12 D381
Oxidation Stability @ 100°C, min 480 D525
Lead content, mg/L 3 D3237
Manganese content, mg/L 18 D3831
Phosphorous content, mg/L 1.0 D3231
Corrosion, Steel in Water B+ NACE
Corrosion, silver wool or B PC-QMD-1007-50
Silver strip No. 1 D130 – D4814
Methyl Tertiary Butyl Ether (MTBE), % Vol. 0.6 CGSB-3.0-14.3
Benzene, % volume 1.5 CGSB-3.0-14.3
Benzene, yearly pool average, % volume 0.95
TDS of 10% ethanol 90% gasolines used in tests:
PRODUCT SPECIFICATION
UNLEADED GASOLINE WITH 10% ETHANOL, ALL GRADES
SPECIFICATION SUPREME PLUS REGULAR METHOD
Research Octane Number, RON 95.0 92.5 91.0 D2699
Motor Octane Number, MON 85.0 83.0 82.0 D2700
(RON + MON) / 2 91.0 89.0 87.0 --------
MIN MAX METHOD
Sulphur, ppm weight 80 D5453
At the refinery 70
Sulphur, yearly pool average, ppm 30
Gum Existent, mg/100 mL 5 D381
Unwashed gums, mg/100 ml 12 D381
Oxidation Stability @ 100°C, min 480 D525
Lead content, mg/L 3 D3237
Manganese content, mg/L 18 D3831
Phosphorous content, mg/L 1.0 D3231
Corrosion, Steel in Water B+ NACE
Corrosion, silver wool or B PC-QMD-1007-50
Silver strip No.1 D4814-A1
Ethanol content, % Vol. 3 10 CGSB-3.0-14.3
Methanol content, % Vol. 0.3 CGSB-3.0-14.3
Benzene, % volume 1.5 CGSB-3.0-14.3
Benzene, yearly pool average, % volume 0.95
ref: http://www.ultramar.ca/AtYourService/WholeSale/OurProducts
GV 250 2009 [upcoming]: Category Custom
Dimensions & Dry Mass
Length Width Height
2,270 mm 800 mm 1,090 mm
Wheel Base Dry Weight Seat Height
1,500 mm 155 kg 760 mm
Engine
Type: Four-stroke, oil/air-cooled, DOHC, 8 VALVES, V-twin
Fuel System: Electronic Injection
Bore and Stroke: 57 x 48.8mm
Displacement Starting System Ignition
249 cc Electric Electronic
Capacity Fuel Tank: 16 litres
Transmission
Gears Clutch
5 Speed Wet Multi-Plate
Chassis
Front Suspension:Telescopic
Rear Suspension: Twin Shocks Pre-load
Front Tyre: 110/90-16 59S
Rear Tyre : 150/80-15 70S
Front Brake: Disc
Rear Brake: Drum