ETHANOL BLEND FUEL PERFORMANCE ON EVAPORATIVE EMISSION OF MOTORCYCLE IN THAILAND Thummarat Thummadetsak Padol Sukajit Somchai Siangsanorh PTT

Research & Technology Institute PTT Public Company Limited

ABSTRACT The ethanol blended fuel performance evaluation are performed on motorcycles in Thailand. The evaporative emission from four models of four-stroke motorcycle fuel with E0 , E10 and E20 are tested in this study. The are totally 8 motorcycles; two motorcycles from each selected models, are use for performing the tests. The evaporative emission and tailpipe emission are measured in difference legislation. The emissions from MC model A and C (fuel injection) are measured according to TIS 2350- 2551 (equivalent to 97/24/EC , Euro 3). MC model B and D (carburetor) are tested according to TIS 2130- 2545 (combination of 97/24/EC & JASO T 902-95, Taiwan). The evaporative emission, hydrocarbon emitted from SHED (Sealed Housing Evaporative Determination) chamber are quantified. Evaporative emission testing consists of a hot soak losses (HSL) test and tank breathing losses (TBL) test. Only MC model A can be used ethanol blended gasoline up to 20%. The three test fuels; E0, E10 and E20 were tested with all vehicles operating both of tailpipe emission and evaporative emission. E0 (RON 91) is use as a baseline fuel for this study. The total evaporative emission, (HSL + TBL) results from all models of motorcycle fuel with E10, E20 in comparison to E0 show the same tendency. It was found that baseline fuel (E0,RON91) show the highest evaporative emission. Considering the fuel properties RVP and T50 which are effect to the variation of evaporative emission, E0 give the highest RVP and T50 compared to E10 and E20. With this reason the evaporative emission from E0 is highest one. The evaporative emission from E10 and E20 are not difference. TBL is the majority of total evaporative emission from motorcycle cause by the permeation of HCs through the rubber seal of the fuel tank. E0 show the highest of TBL for all MC model. Fuel distribution to the engine system is also one of the factors that effect to evaporative emission. The test result show MC model B and D, carburetor system, show the higher evaporative emission than MC model A and C which are fuel injection system and still in the range of 2 6 g/test which may meet TIS 21302545 legislation. However MC model A and C is meet Euro 3 limit (less than 2 g/test) for all kind of test fuel (E0, E10 and E20). The carburetor system is more influence to HSL contribution than injection system.

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INTORDUCTION The motorcycle population in Thailand up to 2008 is 15-16 million unit approximately. Especially, it is expected that there are 3 million units in Bangkok city. The 2 stroke motorcycle is a major cause of hydrocarbon emission and white smoke emitted to the atmosphere which is concern on health effect. However since 2002, the motorcycle release in Thai market must be 4 stroke engine because of the more stringent of MC emission legislation (TIS 2130-2545). Before 2002, the 80% of motorcycle in Thailand is 2 stroke engine. Now a day the ratio of 2 stroke and 4 stroke MC in Bangkok city is very close. Almost of motorcycle required the fuel of RON 91. Most of them can used the gasoline fuel only (E0). However after the oil crisis , the alternative fuel such as ethanol blended fuel so called Gasohol become a key play role of alternative fuel in Thailand because of its produce from agriculture. An the tax except of Thai government for gasohol fuels led to the lower price compared to the fossils fuels. Ethanol blended fuel, E10 RON 95 have been introduced to Thai market since 2002. In present day there are E10 RON 95, E10 RON 91, E20 and E85 are commercialized in Thailand. Almost of motorcycle produce since 2005 can used the ethanol blended fuel up to 10% (E10). And some motorcycle produce in 2008 onward can used ethanol fuel up to 20%. Most of motorcycle manufacture use material for carburetor system and fuel hose of motorcycle are compatible to ethanol. However the majority of motorcycle in Thailand is carburetor motorcycle and if it use E10 , the emission come out from such kind of MC are changed. Especially the higher HCs evaporative emission can be assumed. The vehicle evaporative emission control (EVAP) system is a key play role the reduce the hydrocarbon emitted from fuel system of the vehicle which is use the ethanol blended fuel. However, it is the fact that the EVAP is not equipped in motorcycle in Thailand. The propose of this study is to evaluate the effect of E0, E10 and E20 on evaporative emission from the new motorcycle model with is meet TIS 2130-2545 and TIS 2350-2551 (Euro 3) introduce in Thailand. EVAPORATIVE EMISSION CONTROL SYSTEM The evaporative emission is hydrocarbons vapors loss from the fuel system of a vehicle other than those from exhaust emission. The emission control system of vehicle mostly equipped with carbon canister as shown in Figure 1. The function of the fuel evaporative control system is to trap and store evaporative emissions from the gas tank and carburetor. A charcoal canister is used to trap the fuel vapors. The fuel vapors adhere to the charcoal, until the engine is started, and engine vacuum can be used to draw the vapors into the engine, so that they can be burned along with the fuel/air mixture. The tank has to have the space for the vapors to collect so that they can then be vented to the charcoal canister. A purge valve is used to control the vapor flow into the engine. The purge valve is operated by engine vacuum. One common problem with this system is that the purge valve goes bad and engine vacuum draws fuel directly into the intake system. Most charcoal canisters have a filter that should be replaced periodically. This system should be checked when fuel mileage drops.

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Figure 1. The Evaporative Emission Control System in Gasoline Vehicle (Orbital Engine Company , 2002) However, for motorcycle in Thailand which is now conform to emission legislation TIS 2350-2551 (equivalent to Euro 3) mostly is not equipped with evaporative emission control system. Because of the new motorcycle is injection system the HCs emitted from engine is trend to be less compared to the carburetor system. But the carbureted motorcycle is a majority of MC population in Thailand so the evaporative emission from MC may come from HCs emitted from carbureted system , the permeation from fuel hose and tank breathing loss (from fuel tank lid). EFFECT OF ETHANOL CONTENT ON EVAPORATIVE EMSSION Evaporative emission are influenced by the volatility of fuel. An increase in RVP (Reid Vapor Pressure measure of the fuel volatility) due to the presence of oxygenates such as ethanol, will give a corresponding increase in evaporative emissions (Orbital Engine Company , 2002) When the small amounts of ethanol are added to gasoline, the vapor pressure of the mixture is greater than the vapor pressure of either the gasoline or alcohol alone. The molecules of pure alcohol are strongly hydrogen-bonded, but with small amounts of alcohol in a non-polar material (gasoline) the hydrogen bonding is much less extensive and the alcohol molecules behave in a manner more in keeping with their low molecular weight. Thus the alcohol become more volatile.

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The graphical show the behavior of RVP from various ethanol content in fuel as shown in Figure 2.

Figure 2. The effect of ethanol blend fuel on RVP. Solid line : Experiment data from Furey & Jackson (1997) Dashed line : Experiment data from Guerrieri et,al (1995) Automotive emission handbook (1995) have the conclusion of effect of ethanol blended in fuel on RVP and evaporative emission. The RVP of fuel decrease by 10 kPa results in decreasing of evaporative emission by 23%. T50 is also the fuel properties which is effect by adding ethanol into fuel as shown in Figure 3.

Figure 3. The effect of ethanol blended into fuel on T50.

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TEST FUELS The test fuels for this test program are consist of 3 kind of fuels, E0 RON91 is a commercial gasohol fuel use for baseline, E10 and E20 are also a commercial gasohol fuel. All kind of test fuels are meet the Thailand fuel specification. -Gasoline E0 RON 91 -Gasohol E10 RON 91 (10% vol. of ethanol blended) -Gasohol E20 RON95 , (20% vol. of ethanol blended) The current Thailand gasoline and gasohol fuel specification and the test fuels E0, E10 and E20 fuels properties are shown in Table 1 Table 1 Gasohol Fuel Specification and E0, E10, E20 Fuels Compositions and Properties .
Properties RON MON RVP @ 37.8 oC, kPa Sulfur Content ,%wt. Before Jan1,2012 From Jan1,2012 Density @ 15.6oC , g/cm3 Sp.Gr. @ 15.6oC, g/cm3 Distillation IBP, oC 10% Evaporated, oC 50% Evaporated, oC 90% Evaporated, oC End point, oC Denatured Ethanol ,% vol Oxygenate Content, % vol Benzene Content, % vol. Before Jan1,2012 Aromatic Content, %vol. Before Jan1,2012 Olefins Content, %vol. Before Jan1,2012 Residue ,%vol. Water content, %wt. Gross heating value, J/g Silver strip corrosion, Number Oxidation stability, min Solvent washed gum, mg/100 mL Carbon Content, %wt. Hydrogen Content, %wt. Gasoline RON91 91.0 Min 80.0 Min 62 Max 0.05 Max. 0.005 Max. 70 Max. 70-110 170 Max 200 Max 0-11.0 3.5 Max 1.0 Max 35 Max 35 Max 18 Max 2.0 Max 0.7 max No.1 Max. 360 Min 4 Max Gasohol E10 Spec. 91.0 Min 80.0 Min 62 Max 0.05 Max. 0.005 Max. 70 Max. 70-110 170 Max 200 Max 9-10 3.5 Max 1.0 Max 35 Max 35 Max 18 Max 2.0 Max 0.7 max No.1 Max. 360 Min 4 Max E20 Spec. 95.0 Min 84.0 Min 64 Max 0.05 Max 0.005 Max 65 Max. 65-110 170 Max 200 Max 19-20 E0 RON91

91.1 83.0 61.4 0.0047 0.7340 0.7348 35.6 51.6 78.3 156.5 186.1 0 1.93 30.0
N.D.

E10 RON91

94.2 83.5 59.0 0.0076 0.7487 0.7495 39.5 52.5 73.0 157.5 185.5 10.2 1.73 28.4
N.D.

E20 RON95

98.6 85.3 58.8 0.0069 0.7487 0.7495 39.7 54.2 71.1 153.1 185.0 20.2 1.84 29.3
N.D.

From Jan1,2012 From Jan1,2012 From Jan1,2012

3.5 Max 1.0 Max 35 Max 35 Max 18 Max 2.0 Max 0.7 max No.1 Max. 360 Min 4 Max -

1.0 0.014 45,975 No.1 >360 1.0 86.20 13.53 0.27

1.0 0.039 44,136 No.1 >360 0.9 82.94 13.32 3.74

0.9 0.048 42,238 No.1 >360 0.5 79.66 12.94 7.40

5

Note : Selected Properties Only

Oxygen Content, %wt.

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TEST VEHICLES There are total number of 8 motorcycles were selected and used to test on evaporative emission in this research work. The motorcycles were selected to cover the range of difference manufacturer, fuel distribution system, and emission control technology. From 8 motorcycles, consist of 4 models (each of 2 MC) most of them are 4 stroke engine which are engine capacity less than 150 cc. Model A and C are injection system but Model B and D are carburetor system. Technical data are given in Table 2. MC model A (A1, A2) which is meet Thailand emission legislation TIS 2350-2551 (equivalent to 97/24/EC , Euro 3) can be use with ethanol blended fuel up to 20% (E20). MC model C (C1 ,C2) are also meet TIS 2350-2551 but can be use with ethanol blended fuel up to 10% (E10). MC model B (B1,B2) and model D (D1,D2) which is meet Thailand emission legislation TIS 2130-2545 (combination of 97/24/EC & JASO T 902-95, Taiwan), can be use with ethanol blended fuel up to 10% (E10). Table 2 Technical data and characteristic of test vehicle.
Description Model year Odometer (km) Engine Type A1 , A2 2009 1000 B1, B2 2008 1000 C1, C2 2009 1000 D1 , D2 2008 1000

Displacement (cc.) Transmission Vehicle weight (kg) Number of cylinder Bore/Stroke (mm) Compression ratio Injection system

134.4 4-M/T 105 1 54.0/ 58.7 10.9: 1 Single cylinder equipped with FI Cooling system Air cooled Air cooled Water cooled Fuel tank capacity (liter) 3.7 4.0 3.6 Catalyzer Metal N/A Air induction honeycomb system Fuel Specification E20 E10 E10 Emission Legislation TIS.2350TIS.2130TIS.2350-2551 2551 (level 6) 2545 (level 5) (level 6)

4T Overhead camshaft 109.1 4-M/T 95.0 1 50.0 / 55.6 9: 1 PGM-FI

4T Overhead camshaft 124.9 4-M/T 98.0 1 52.4/ 57.9 9.3: 1 Carburetor

4T SOHC

4T SOHC

113.0 A/T 91 1 50/ 57.9 8.8: 1 Carburetor Air cooled 4.1 N/A E10 TIS.2130-2545 (level 5)

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PROTOCOL FOR MOTORCYCLE TESTING Before starting the evaporative emission test, all of test MC were running on chassis dynamometer with E0 RON91 for engine break in until mileage reach to 1000 km. The engine oil were drained and replace with a new engine oil. The 4 stroke motorcycles were concocted on evaporative emission test with E0 RON91, E10 RON91 and E20 RON95 test fuels. The evaporative emission were measured in VT-SHED (Variable Temperature- Sealed House Evaporative Determination). All the test work was carried out at PTT Research & Technology Institute, PTT public company limited, Thailand. Each MC was test on a series of 3 test fuels (E0, E10 and E20 respectively) with a single test. MC were preconditioned prior to the first test on any new fuel by driving on the chassis dynamometer at constant speed of 100 km/h for one hour to reduce the carry over effect from one fuel to another. EVAPORATIVE EMISSION TEST PROCEDURE The definitions of evaporative emission, which is specified in Thailand emission legist ration TIS. 2130-2545 and TIS 2350-2551, is hydrocarbons vapors loss from the fuel system of a motorcycle other than those from exhaust emission. The evaporative emission measured from motorcycle composed of HCs vapors loss from two sources. 1. Tank breathing loss (TBL) ; The hydrocarbons emission caused by temperature changes in the fuel tank. 2. Hot soak loss (HSL) ; The hydrocarbons emission from the fuel system of a stationary vehicle after a period of driving. The total evaporative emission is the sum of tank breathing evaporative emission loss and hot soak evaporative emission loss. The Sealed Housing for Evaporative Determination (SHED) is used to capture hydrocarbon evaporative emissions as the sequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving. SHED, a fully equipped variable-volume, variable-temperature (VV/TT), consists of a computer control system, a climate control system, a mixing fan, a volume compensation system and a flame ionization detector (FID) analyzer for measuring total hydrocarbon concentration. The SHED chamber at PTT RTI test laboratory is shown in Figure 4 The eight tested MC are a new motorcycle which is driving on chassis dynamometer for run in of 1000 km by E0 RON 91 fuel.

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Figure 4 SHED Chamber at PTT RTI, Thailand Test Motorcycle Preparation After fuel in the fuel tank was drained, the fuel tank was equipped with temperature sensor to enable to measured the fuel temperature at the midpoint when filled to the level 50 + 5 % of its capacity and measured the evaporated gas temperature at the middle of its volume. The heating pieces are installed at outside of fuel tank to cover at least 10% of area which is contact to test fuel. The sensors are set away from the heating pieces installation point for at least 25.4 mm. The photo of heating pieces and the fuel tank preparation as show in Figure 5 and Figure 6 respectively.

Figure 5 Heating pieces for heat up the fuel tank

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Figure 6 The architecture of the fuel tank preparation Evaporative Emission Test Preparation The test fuel is poured into the fuel tank to the level of 50 + 5 % of fuel capacity. Then the motorcycle was preconditioning by running on chassis dynamometer at constant speed of 50 km/h for 12 minute to get the mileage for 10 km. Within 5 minute after preconditioning , the test motorcycle was parked in soaking area at least 6 hours. Evaporative Emission Test Method The measurement of the tank breathing and the hot soak evaporative emission are as following. 1. Tank Breathing Loss (TBL) Test The brief of tank breathing loss test procedure are following 1.1 With in 5 minute before conducting the test, the air inside the SHED chamber was cleaned and removed by the blower until the hydrocarbon concentration is equal to the atmosphere. 1.2 The test motorcycle was taken in to the draining room to drain out the fuel and fill it back with the test fuel of 50 + 2.5 % of its capacity. The temperature of the test fuels should be less than 8 degree C. 1.3 The test motorcycle will take into the SHED chamber, at that time the led of fuel tank is still kept removed. The temperature sensor was connected to the temperature recorder ant the temperature controller. 1.4 The blower is on at the same time of the fuel was heating up and reach to temperature of 13.5 degree C. then close the led of fuel tank and switch off the blower. The SHED chamber was closed and seal immediately. 1.5 When the fuel temperature reach 16.5 + 0.5 degree C (For non-exposed type fuel tank), the hydrocarbon concentration , barometric pressure and temperature in SHED chamber were record as initial value. 1.6 Continue heating the fuel so that the temperature is raised by 13.3 degree C (For non-exposed type fuel tank) with in 60 minutes, the hydrocarbon was

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measured at the same time. The temperature of the fuel during heating was conform to the following equation (1) and shall be within the tolerance of + 1.7 degree C T f = (2 / 9)t + 16 --------------------- (1) Where ; Tf is the required temperature of fuel, degree C t is elapsed time, min The final temperature shall be 29.3 + 0.5 degree C for non-exposed type fuel tank. 1.7 The hydrocarbon concentration, barometric pressure, and temperature in the chamber were record as the final values. 1.8 The evaporative emission from tank breathing loss was calculated by using the following formula (2) MHC = K *V * 10-4 *( CHC,f * Pf - CHC,i * Pi ) Tf Ti ----------------- (2)

Where ; MHC = Mass of hydrocarbons measured over the test phase, g CHC = Measured hydrocarbons concentration I the chamber, ppm V = Net volume of chamber , m3 (corrected for the volume of motorcycle) T = Ambient temperature in chamber , degree C P = Barometric pressure , kPa H/C = Hydrocarbon to Carbon ratio K = 1.2*(1.2 + H/C) When ; i is the initial value f is the final value H/C is taken to be 2.33 for tank breathing loss and 2.20 for hot soak loss The tank breathing loss test procedure is shown in Figure 6. 2. Hot Soak Loss (HSL) Test The brief of hot soak loss test procedure are following 2.1 The test was continued after TBL test was completed. The test motorcycle was preconditioning by running on the chassis dynamometer at the constant speed of 50 km/h for 12 minute to get the mileage of 10 km. 2.2 The air inside the SHED chamber was cleaned and removed by the blower until the hydrocarbon concentration is equal to the atmosphere. 2.3 Within 7 minute after preconditioning, the test motorcycle are pushed into the SHED chamber and seal immediately. 2.4 The hydrocarbon concentration , barometric pressure and temperature in SHED chamber were record as initial value. 2.5 The motorcycle was kept in the chamber for 60 minute. The hydrocarbon concentration, barometric pressure, and temperature in the chamber were record as the final values. 2.6 The evaporative emission from hot soak loss was calculated by using the following formula (2) The hot soak loss test procedure is shown in Figure 7.

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Figure 7 The Tank breathing loss and Hot soak loss evaporative emission test procedure EVAPORATIVE EMISSION EVALUATION The total evaporative emission is sum of tank breathing evaporative emission loss (TBL) and hot soak evaporative emission loss (HSL). For TIS. 2350-2551 the limit of the total evaporative emission is 2 g/test. However in this study, the engine capacity of all 8 test motorcycles are less than 150 cc. so the limit of the total evaporative emission is 2.0 6.0 g/test (HC from tailpipe emission has to be not more than 0.6 g/km). The evaporative emission limit according to Thailand legislation (TIS 21302545 and TIS 2350-2551) are related to the tailpipe emission measurement value as show in Table 3 and Table 4. The tailpipe emission test cycle for TIS 2130-2545 and TIS 2350-2551 legislation , MC engine capacity less than 150 cc. as show in Figure 8

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Table 3. Tailpipe emission limit according to Thailand MC emission legislation

Legislation TIS.2130-2545 (Level 5) TIS.2350-2551 (Level 6) Euro 3 Directive 2003/77/EC Legislation

Engine CO, g/km capacity All capacity 3.5 < 150 cm3 150 cm3 < 150 cm3 150 cm3 2.0 2.0 2.0 2.0

HC, g/km 0.8 0.3 0.8 0.3

NOx , g/km HC +NOx ,g/km 0.15 0.15 0.15 0.15 2.0 -

Table 4. Evaporative emission limit according to Thailand MC emission legislation

Engine Limit of Total Evaporative Emission (HC) ,g : Tank capacity breathing losses + Hot Soak loss TIS.2130-2545 All capacity < 2 g / test or (Level 5) 2 - 6 g / test (CO < 3.5 g/km and HC+NOx < 1.8 g/km) TIS.2350-2551 < 150 cm3 < 2 g / test or (Level 6) 2 - 6 g / test (HC < 0.6 g/km) 3 150 cm < 2 g/test 3 Euro 3 < 150 cm < 2 g / test or Directive 2 - 6 g / test (HC < 0.6 g/km) 3 2003/77/EC 150 cm < 2 g/test

Figure 8. ECE-40 Test Cycle according to TIS 2130-2545 and TIS 2350-2551 for MC engine capacity less than 150 cc

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RESULTS AND DISCUSSION All of 8 test motorcycles were test on evaporative emission with E0 ,E10 and E20. The results were reported in to 2 groups; the motorcycle which is fuel with injection system (MC mode A and C) and the second group is motorcycle with carburetor (MC model B and D). Evaporative emission test result for Injection system MC (Model A and C) Model A test results The evaporative emission test result for E0, E10 and E20 and percent change of those relative to baseline E0 for motorcycle which are injection system (MC model A and C) as shown in Table 5 and Table 6 respectively. All these results are shown graphically in Figure 9, 10 and Figure 11 The MC A-1 and A-2 show the same tendency in evaporative emission test results for E0, E10 and E20 that is TBL is higher than that of HSL. It was found that HSL is increase when adding more ethanol in fuel. That means E20 show the highest HSL (0.14-0.17 g/test) which is contributing 15% of total evaporative emission. For TBL in overall results, It was found that E0 result in the highest TBL range of 1.34 1.39 g/test. E10 and E20 show a close TBL which is range of 0.75 0.78 g/test for E10 and 0.83 0.91 g/test for E20. In term of total evaporative emission (TBL + HSL), E0 give the highest total evaporative emission (1.38 1.42 g/test) where as E20 and E10 show a closer evaporative emission which are 1.05 and 0.83 g/test respectively. However, total evaporative emission for MC model A is within TIS 2350-2551 (Euro 3 limit) 2.0 g/test Table 5. Evaporative Emission Test Results Test MC :Model A ,Injection system

Motorcycle Evaporative Emission

EURO 3 Limit

Model A-1 TBL HSL Total HLS/TBL(%) Model A-2 TBL HSL Total HLS/TBL(%) A-1 & A-2 HLS/TBL(%) (avg)

2 g/test 2 g/test -

THC Mass Emission (g) % Change E0 E10 E20 E0 vs E0 vs E10 vs E10 E20 E20 1.3399 0.7820 0.8385 41.64 37.42 -7.23 0.0453 0.0542 0.1742 -19.65 -284.55 -221.40 1.3852 0.8362 1.0127 39.63 26.89 -21.11 3 / 97 6 / 94 17 / 83 1.3782 0.7530 0.9137 45.36 33.70 -21.34 0.0438 0.0802 0.1436 -83.11 -227.85 -79.05 1.4220 0.8332 1.0573 41.41 25.65 -26.90 3 / 97 10 / 90 14 / 86 3 / 97 8 / 92 15 / 85

Model C test results

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The MC C-1 and C-2 show the same tendency in evaporative emission test results for E0, E10 and E20 that is TBL is higher than that of HSL. It was found that ethanol content in fuel is not effect to HSL mass emission; by the way E0 , E10 and E20 show the close of HSL (range of 0.04-0.07 g/test). However, E10 show the highest HSL (0.06 0.07 g/test) which is contribute 8% of total evaporative emission. For TBL in overall results, It was found that E0 result in the highest TBL range of 1.05 1.21 g/test. E10 and E20 show a close TBL which is range of 0.75 0.76 g/test for E10 and 0.71 0.85 g/test for E20. In term of total evaporative emission (TBL + HSL), E0 give the highest total evaporative emission (1.10 1.25 g/test) where as E20 and E10 show the same total evaporative emission which are 0.82 g/test in average. However, total evaporative emission for MC model C is within TIS 2350-2551 (Euro 3 limit) 2.0 g/test Table 6. Evaporative Emission Test Results Test MC :Model C ,Injection system

Motorcycle Evaporative Emission Model C-1 TBL HSL Total HLS/TBL(%) Model C-2 TBL HSL Total HLS/TBL(%) C-1 & C-2 HLS/TBL(%) (avg)

EURO 3 Limit 2 g/test 2 g/test -

THC Mass Emission (g) % Change E0 E10 E20 E0 vs E0 vs E10 vs E10 E20 E20 1.0478 0.7649 0.7151 27.00 31.75 6.51 0.0506 0.0674 0.0463 -33.20 8.50 31.31 1.0984 0.8323 0.7614 24.23 30.68 8.52 5 / 95 8 / 92 6 / 94 1.2102 0.7552 0.8466 37.60 30.04 -12.10 0.0402 0.0601 0.0420 -49.50 -4.48 30.12 1.2504 0.8153 0.8886 34.80 28.93 -8.99 3 / 97 8 / 92 5 / 95 4 / 96 8 / 92 5 / 95

Evaporative Emission : Hot soak Loss

0.50 0.40 THC (g) 0.30 0.20 0.10 0.00 E0 E10 E20 MC A-1 0.0453 0.0542 0.1742 MC A-2 0.0438 0.0802 0.1436 MC C-1 0.0506 0.0674 0.0463 MC C-2 0.0402 0.0601 0.0420

E0

E10

E20

MC - Injection System

Figure 9. Hot soak loss evaporative emission for MC model A ,C (Injection system)

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Evaporative Emission : Tank Breathing Loss

2.00 1.60 THC (g) 1.20 0.80 0.40 0.00 E0 E10 E20 MC A-1 1.3399 0.7820 0.8385 MC A-2 1.3782 0.7530 0.9137 MC C-1 1.0478 0.7649 0.7151 MC C-2 1.2102 0.7552 0.8466

E0

E10

E20

MC - Injection System

Figure 10. Tank breathing loss evaporative emission for MC model A ,C (Injection system)
Evaporative Emission : HSL + TBL
3.00 THC (g) 2.00 1.00 0.00 E0 E10 E20

E0

E10

E20

MC - Injection System

TIS 2350-2551 Level6 Limit < 2.0 g

MC A-1 1.3852 0.8362 1.0127

MC A-2 1.4220 0.8332 1.0573

MC C-1 1.0984 0.8323 0.7614

MC C-2 1.2504 0.8153 0.8886

Figure 11. HSL + TBL evaporative emission for MC model A ,C (Injection system) Evaporative emission test result for Carburetor system MC (Model B and D) The evaporative emission test result for E0, E10 and E20 and percent change of those relative to baseline E0 for motorcycle which are carburetor system (MC model B and D) are presented in Table 7 and Table 8 respectively. All these results are shown graphically in Figure 12, 13 and Figure 14. Model B test results The MC B-1 and B-2 show the same tendency in evaporative emission test results for E0, E10 and E20 that is TBL is higher than that of HSL. It was found that ethanol content in fuel effect to HSL; E0 show the lowest HSL 0.37 0.40

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g/test, E10 result in the highest HSL of 1.30 1.40 g/test which are contribute 50% of total evaporative emission. For TBL results, It was found that E0, E10 and E20 show the same level of TBL (range of 1.34 1.62 g/test). However, E0 provide the highest TSL of 1.50 1.62 g/test. In term of total evaporative emission (TBL + HSL), MC B-1 and B-2 show the same tendency. E10 give the highest total evaporative emission (2.70 2.74 g/test) where as E20 and E10 show a closer evaporative emission which are 2.12 and 1.94 g/test respectively. However, total evaporative emission for MC model B according to TIS 2130-2545 is higher than limit of 2.0 g/test for E10 and E20. It would not say that MC model B are meet TIS 2130-2545 if the tailpipe emission test results are not be considerate. (evaporative emission 2-6 g/test is accepted if CO from tailpipe <3.5 g/test and HC+NOx <1.8 g/test) Table 7. Evaporative Emission Test Results Test MC :Model B ,Carburetor system

Motorcycle Evaporative Emission

Model B-1 TBL HSL Total HLS/TBL(%) Model B-2 TBL HSL Total HLS/TBL(%) B-1 & B-2 HLS/TBL(%) (avg)

TIS 21302545 Limit

THC Mass Emission (g) E0 E10 E20 1.4020 1.3032 2.7052 48 / 52 1.3415 1.3967 2.7382 51 / 49

1.4950 0.3663 2 - 6 g/test 1.8613 20 / 80 1.6221 0.4035 2 - 6 g/test 2.0256 20 / 80 -

1.3382 0.7621 2.1003 36 / 64 1.3358 0.9139 2.2497 41 / 59

E0 vs E10 6.22 -255.77 -45.34 17.30 -246.15 -35.18 -

% Change E0 vs E10 vs E20 E20 10.49 4.55 -108.05 41.52 -12.84 22.36 17.65 0.42 -126.49 34.57 -11.06 17.84 -

20 / 80 50 / 50 38 / 62

Model D test results The MC D-1 and D-2 show the same tendency in evaporative emission test results for E0, E10 and E20 that is TBL is higher than that of HSL. It was found that E0 show the highest HSL 1.21 1.36 g/test which is contribution of 45% of total evaporative emission. E10 and E20 show same level of HSL (0.54 g/test for E10 and 0.51 g/test for E20). For TBL results, It was found that E0, E10 and E20 show the same level of TBL (range of 1.08 1.60 g/test). However, E0 provide the highest TSL of 1.51 1.60 g/test. In term of total evaporative emission (TBL + HSL), MC D-1 and D-2 show the same tendency. E0 give the highest total evaporative emission (2.71 2.96 g/test) where as E10 and E20 show a closer evaporative emission which are 1.78 and 1.63 g/test respectively. However, total evaporative emission for MC model D according to TIS 2130-2545 is higher than limit of 2.0 g/test for E0. It would not say that MC model D are meet TIS 2130-2545 if the tailpipe emission test results are not be considerate.

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(evaporative emission 2-6 g/test is accepted if CO from tailpipe <3.5 g/test and HC+NOx <1.8 g/test) Table 8. Evaporative Emission Test Results Test MC : Model D,Carburetor system

Motorcycle Evaporative Emission

Model D-1 TBL HSL Total HLS/TBL(%) Model D-2 TBL HSL Total HLS/TBL(%) D-1 & D-2 HLS/TBL(%) (avg)

TIS 21302545 Limit

THC Mass Emission (g) E0 E10 E20 1.3271 0.4806 1.8077 27 / 73 1.1692 0.5923 1.7615 34 / 66

1.5093 1.2061 2 - 6 g/test 2.7154 44 / 56 1.5982 1.3646 2 - 6 g/test 2.9628 46 / 54 -

1.1835 0.4716 1.6551 28 / 72 1.0781 0.5363 1.6144 33 / 67

E0 vs E10 12.07 60.15 33.43 26.84 56.60 40.55 -

% Change E0 vs E10 vs E20 E20 21.59 10.82 60.90 1.87 39.05 8.44 32.54 7.79 60.70 9.45 45.51 8.35 -

45 / 55 30 / 70 31 / 69

Evaporative Emission : Hot soak Loss

2.00 THC (g) 1.50 1.00 0.50 0.00 E0 E10 E20 MC B-1 0.3663 1.3032 0.7621 MC B-2 0.4035 1.3967 0.9139 MC D-1 1.2061 0.4806 0.4716 MC D-2 1.3646 0.5923 0.5363

E0

E10

E20

MC - Carburetor System

Figure 12. Hot soak loss evaporative emission for MC model B ,D (Carburetor system)

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Evaporative Emission : Tank Breathing Loss

2.00 1.60 THC (g) 1.20 0.80 0.40 0.00 E0 E10 E20 MC B-1 1.4950 1.4020 1.3382 MC B-2 1.6221 1.3415 1.3358 MC D-1 1.5093 1.3271 1.1835 MC D-2 1.5982 1.1692 1.0781

E0

E10

E20

MC - Carburetor System

Figure 13. Tank breathing loss evaporative emission for MC model B ,D (Carburetor system)
Evaporative Emission : HSL + TBL
8.00 THC (g) 6.00 4.00 2.00 0.00 E0 E10 E20 MC B-1 1.8613 2.7052 2.1003 MC B-2 2.0256 2.7382 2.2497 MC D-1 2.7154 1.8077 1.6551 MC D-2 2.9628 1.7615 1.6144 TIS 2130-2545 Level 5 Limit 2.0 - 6.0 g (CO < 3.5 g/km and HC+NOx <1.8 g/km)

E0

E10

E20

MC - Carburetor System

Figure 14. HSL + TBL evaporative emission for MC model B ,D (Carburetor system)

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Evaporative Emission : HSL + TBL

E0 8.00 THC (g) 6.00 TIS 2350-2551 Level6 Limit < 2.0 g 4.00 2.00 0.00
E0 E10 E20 MC A-1 MC A-2 MC C-1 MC C-2 1.3852 0.8362 1.0127 1.4220 0.8332 1.0573 1.0984 0.8323 0.7614 1.2504 0.8153 0.8886 MC B-1 1.8613 2.7052 2.1003 MC B-2 2.0256 2.7382 2.2497 MC D-1 MC D-2 2.7154 1.8077 1.6551 2.9628 1.7615 1.6144

E10

E20

TIS 2130-2545 Level 5 Limit 2.0 - 6.0 g (CO < 3.5 g/km and HC+NOx <1.8 g/km)

Injector System MC

Carburetor System MC

Figure 15. Overall evaporative emission for MC model A,B ,C amd D Table 9. The summary of evaporative emission test results for all tested motorcycle
Motorcycle Evaporative THC Mass Emission (g) Emission E0 E10 E20 Test MC : Injection System Avg. HSL/ TBL ratio = 7.3 % / 92.8 % Model A-1 Total 1.3852 0.8362 1.0127 HLS/TBL(%) 3 / 97 6 / 94 17 / 83 Model A-2 Total 1.4220 0.8332 1.0573 HLS/TBL(%) 3 / 97 10 / 90 14 / 86 Model C-1 Total 1.0984 0.8323 0.7614 HLS/TBL(%) 5 / 95 8 / 92 6 / 94 Model C-2 Total 1.2504 0.8153 0.8886 HLS/TBL(%) 3 / 97 8 / 92 5 / 95 Test MC : Carburetor System Avg. HSL/ TBL ratio = 35.7 % / 64.3 % Model B-1 Total 1.8613 2.7052 2.1003 HLS/TBL(%) 20 / 80 48 / 52 36 / 64 Model B-2 Total 2.0256 2.7382 2.2497 HLS/TBL(%) 20 / 80 51 / 49 41 / 59 Model D-1 TBL + HSL 2.7154 1.8077 1.6551 HLS/TBL(%) 44 / 56 27 / 73 28 / 72 Model D-2 Total 2.9628 1.7615 1.6144 HLS/TBL(%) 46 / 54 34 / 66 33 / 67

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Effect of RVP and T50 on Evaporative Emission The test fuel properties as seen in Table 2 are plot in order to the more understanding of effect of ethanol content in fuel on RVP and T50 as shown in Figure 15
Effect of Ethanol Content on RVP and T50
RVP 62.0 61.5 61.0 60.5 60.0 59.5 59.0 58.5 58.0 57.5 E0 E10 Ethanol Content (%vol) E20 T50 80.0 78.0 76.0 74.0 72.0 70.0 68.0 66.0 T50 (C)

RVP (kPa)

Figure 15 The effect of ethanol in fuel on RVP and T50 As seen in figure 15, it was clear that because of the test fuels (E0, E10, E20) use for this study are commercial fuel which are from various base fuel so it can see that E0 show the highest RVP and T50. The evaporative emission come out from E0 testing may the highest compare to E10 and E20. From test results, it was found that evaporative emission from injected motorcycle (MC model A and C) tested with E0 show the highest evaporative emission. The assumption of RVP and T50 which is effect to evaporative emission are confirmed. CONCLUSSIONS The study on effect of E0, E10 and E20 on evaporative emission was conducted on MC model A and C which is an injection system and on MC model B and D which is a carburetor system. The results in this study lead to the following conclusions: 1. All test fuels (E0, E10 and E20) show tank breathing loss (TBL) is higher than hot soak loss (HSL) according to the test condition. 2. MC with injection system, E0 shows a highest TBL because the RVP and T50 of E0 is higher than that of E10 and E20. 3. MC with carburetor system, E0 , E10 ,E20 did not show significant difference in HSL. E0 shows the highest TBL. 4. The carburetor system is more influence to HSL contribution than injection system. 5. The total evaporative emission (TBL + HSL) test results with E0 for injected MC is highest level (1.10-1.42 g/test) however, still within Euro 3 limit. (< 2 g/test). 6. The total evaporative emission (TBL + HSL) test results for carbureted MC are various among E0 , E10 and E20 depend on vehicle technology.

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However, total evaporative emission from all fuel are still within TIS 2130-2545 limit (2 6 g/test) 7. The ethanol content in gasoline fuel greater than 10 % (>E10) may not result in the increasing of evaporative emission. RVP and T50 is a critical properties that effect to evaporative emission. 8. Permeation of ethanol fraction in gasoline fuel through the fuel system which made of rubber may a key play role of increasing of evaporative emission 9. The differences in evaporative emission control technology among MC manufacturer results in independent of evaporative emission.

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REFFERENCES 1. Orbital Engine Company, A Literature Review Based Assessment on the Impacts of a 20% Ethanol Gasoline Fuel Blend on the Australian Vehicle Fleet. November, 2002 2. Keith Owen , Trevor Coley. Automotive Fuels Reference Book 2nd Edition, 1995

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