Transcript Phase 2 Review Presentation Template

High Ethanol Fuel Endurance Advanced Engineering
Project
A study of the effects of running 15% ethanol concentration in current
production 4-stroke engines and “legacy” 2-stroke engines.
Prepared By:
Dave Hilbert
Overview
This project is a cooperative effort to assess the feasibility of increasing
the allowable ethanol concentration in gasoline above the current
legal limit of 10% for use in marine engines.

Objectives of this project:
– Run 300 hours of wide-open throttle endurance on 3 engine families
and measure emissions at 0, 150, and 300 hours.
 9.9HP 4-stroke carbureted, 200HP 2.5L 2-stroke EFI (represents “legacy”
product) and 300HP L6SC Verado engines were chosen.
 Two engines from each family
– Test engine operated on E15
– Control engine run on pure gasoline
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Test Engine Specifications
Gas Exchange Process
Power Rating at Prop
Cylinder Configuration
Displacement
Fuel Induction System
9.9HP 4-Stroke
Four Stroke
9.9HP
Inline 2 Cylinder
0.209 Liter
Single Carburetor
w/Accelerator Circuit, 2
Valve per Cylinder, Single
Overhead Cam
Verado
Four Stroke
300HP
Inline 6 Cylinder
2.59 Liter
Supercharged Electronic
Fuel Injected 4 Valve per
Cylinder, Dual Overhead
Cam, Electronic Boost
Control, Electronic Knock
Abatement Strategy
635 lbs / 288 kg
Dry Weight
108 lbs / 49 kg
Fuel Requirement
87 Octane R+M/2 Minimum 92 Octane R+M/2
Required
Recommended, 87 Octane
R+M/2 Minimum Required
3
200 EFI
Two Stroke
200HP
60 Degree V-6 Cylinder
2.51L
Electronic Fuel Injected with
Oil Injection, Loop
Scavenged Porting,
Crankcase Reed Induction,
Electronic Knock Abatement
Strategy
425 lbs / 193 kg
87 Octane R+M/2 Minimum
Required
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7/7/2015
Results Summary



Verado
–
Initial E15 engine generated HC+NOx emissions in excess of FEL when operated on E15 fuel.
–
E15 engine failed exhaust valves. Metlab analysis showed excessive metal temperatures
caused a reduction in fatigue strength.
F9.9HP
–
The E15 engine on E15 fuel showed high HC variability at the post-endurance emissions testing.
It is believed that this engine was misfiring at idle due to the lean operation.
–
The E15 engine showed evidence of hotter metal temperatures due to carbon deposits, etc.
–
The E15 engine showed signs of gasket deterioration on the fuel pump.
200HP EFI 2.5L 2 Stroke
–
E15 engine showed no difference in emission deterioration.
–
E15 engine failed the rod bearing. Root cause is indeterminate due to the degree of damage.

–
How does ethanol affect oil dispersion in two stroke engines?
Other than the bearing failure, the end of test teardown and inspection did not show any
significant difference between the 2 engines
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Results Summary-Continued

4.3L V6 ECT Mercruiser
–
Two emissions tests were performed on a 4.3L catalyzed sterndrive engine to compare the
E0 fuel and the E15 fuel. No durability testing was completed on the 4.3L engine with E15
fuel.
–
This testing was not part of the contract, but was performed due to the fact that the E15 test
fuel and a catalyzed engine were readily available on the dyno. Also, it compliments the
testing on a 4.3L carbureted engine done by Volvo Penta.
–
EGT increased ~20C and catalyst temperatures increased ~32C at Mode 1 (WOT).


Valvetrain durability and catalyst system deterioration concerns.
–
Fuel consumption increased by ~5% (mass-based fuel flow) in closed loop operation.
–
Aside from HC and CO reductions at Mode 1 (open loop), the E15 fuel afforded no real
benefit to reduced emissions overall.

NOx increased at Mode 1, but not as much as HC decreased for a slight overall reduction.

HC, NOx and CO in closed loop operation are essentially unchanged between the 2 fuels.
Overall
–
The CO emissions were lower on all engines with E15 fuel due to leaner running (as would
be expected).
–
Fuel analysis showed the E15 fuel that was used in testing was in line with expectations.
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Conclusions and Recommendations Summary

Despite the limited scope of project several significant issues were
discovered.
– Durability Failures
– Emissions Issues (elevated NOx, HC variability)
– Run Quality due to Lean Operation

More testing is necessary to understand effects on:
– Driveability- Ex. cold and hot start, transient accel/decel, “boiloff”, etc.
– Oil dispersion in 2 stroke engines
– Storage (phase separation, corrosion, etc.)

Test program was a cursory look at the effects of E15.
– Sample size was insufficient to have statistical significance.
– WOT operation only-masks effects of true customer duty cycle
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Fuel Comparison
Fuel
Analysis
[R+M]/2
E15 Fuel
91.0
87 Bulk Fuel
EEE 10/8/10
10-15-10
92.9
91 Bulk Fuel
02-10-11
87.1
90.45
Octane Measurement Comparison of Various Fuels
100
98
Octane Number
96
94
92
90
88
86
84
82
80
78
E15 Fuel
EEE (10/8/10Haltermann Data)
Motor Octane
7
87 Bulk Fuel (Sample 91 Bulk Fuel (Sample
10-15-10)
02-10-11)
Research Octane
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Fuel Comparison
Distillation Curve Comparison, ASTM D86
250.0
Temperature (°C)
200.0
150.0
100.0
50.0
0.0
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Percent Recovered (%)
E15 Fuel
EEE (10/8/10-Haltermann Data)
91 Bulk Fuel (Sample 02-10-11)
87 Bulk Fuel (Sample 10-15-10)
ASTM D4814-09B: Distillation Class A (Summer)
Pure Ethanol Boiling Point
ASTM D4814-09B: Distillation Class E (Winter)
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F9.9HP 4-Stroke Emissions

Variability on E15 Engine is a concern.
– “E15 fuel-zero hour” and “EEE-E0 fuel 150 hour” checks are likely due to run-torun variability.
– “E15 fuel-300 hour” variability is due primarily from Mode 5 (idle) HC emissions.

Trends on EEE-E0 fuel are consistent between the 2 engines.
Average HC+NOx Emissions Output: 9.9HP 4 Stroke
EEE and E15 Fuel
Hydrocarbon Emissions-300 Hour Tests,
0R352904 "E15 Engine" E15 Fuel
23
21
Emissions (g/kw-hr)
Emissions [g/kw-hr]
22
20
19
18
17
16
15
14
13
-30 -10
10
30
50
70
90 110 130 150 170 190 210 230 250 270 290 310 330
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
0
1
2
E15 Engine E15 Fuel
4
5
6
Mode Point
Endurance Time [Hours]
E15 Engine EEE
3
E0 Engine EEE Fuel
9
Run 7
Run 8
Run 9
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F9.9HP 4-Stroke Emissions

Both engines had a tendency to run leaner at Modes 4 and 5 with increasing
endurance time.

The combination of the inherent leaner operation and the E15 fuel was
enough to cause misfires/poor combustion at idle.

The misfires caused the HC emissions to increase and become highly
variable.
Equivalence Ratio Change vs. Endurance Time,
0R352904 "E15 Engine" E15 Fuel
RICH 1.4
Equivalence Ratio
1.35
1.3
1.25
1.2
1.15
1.1
1.05
1
0.95
LEAN 0.9
0
1
2
3
4
5
6
Mode Point
0 Hour
150 Hour
10
300 Hour
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7/7/2015
F9.9HP 4-Stroke Emissions

The fact that the E15 fuel emissions tests show that HC emissions increase with leaner
mixtures supports the misfire theory.

The graph below shows HC vs. equivalence ratio at idle for every emissions test performed
on engine 0R352904, which is the “E15 engine”.
–
All E15 fuel emissions tests are shown in red
–
All EEE-E0 fuel emissions test are shown in blue
HC Emissions vs. Equivalence Ratio, Mode 5 Idle, 0R352904,
Fuel Comparison
HC Concentration (ppm)
14000
y = -15926x + 24444
R2 = 0.218
12000
10000
y = 6799x + 1335.9
R2 = 0.6003
8000
6000
4000
2000
0
0.85
0.9
0.95
1
1.05
1.1
1.15
1.2
Equivalence Ratio
E15
E0-EEE
Linear (E15)
11
Linear (E0-EEE)
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F9.9HP 4-Stroke Teardown and Inspection

More carbon deposits on intake valves of E15 engine.
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F9.9HP 4-Stroke Teardown and Inspection

More carbon deposits on intake port of E15 engine.
E0
E15
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F9.9HP 4-Stroke Teardown and Inspection

More carbon deposits on piston undercrown and rods of E15 engine.
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F9.9HP 4-Stroke Teardown and Inspection

The gasket showed signs of deterioration on the E15 engine compared with the E0 engine.

The gasket on the E15 engine had a pronounced ridge formed in the area that “hinges”
when the check valve is in operation

The E15 gasket material in the area that seals the check valve also had signs of wear that
were more advanced than the E0 gasket.
E15
E0
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F9.9HP 4-Stroke Teardown and Inspection

Material transfer from gasket to diaphragm in mechanical fuel pump.
E15
E0
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Verado Testing
Summary / Review

Verado E15 Engine:
– Initial emissions tests on E15 fuel generated HC+NOx values in excess
of the FEL set for this engine.
 Three-run average on E15 fuel: HC+NOx = 25.6 g/kw-hr
 FEL set to 22.0 g/kw-hr
– E15 engine failed the exhaust valves.
 High cycle fatigue due to elevated temperatures
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Verado E15 Valve Failure Investigation
Cylinder 3
Bottom Valve
Cylinder 3
Top Valve
Cylinder 6
Top Valve
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Verado E15 Valve Failure Investigation
Cylinder 3 Bottom Valve
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Verado E15 Valve Failure Investigation

The failed valves were checked for hardness and the values were low.

Valves from other E0 engines w/o failed valves were measured and the
hardness values were within expected values.

Brand new valves were also measured for comparison.
Valve Description
E15: 1B812776 Cyl 3 Bottom
E15: 1B812776 Cyl 6 Top
E0:
E0:
E0:
E0:
1B812775 Cyl 3 Bottom
1B812775 Cyl 3 Top
1B812775A Cyl 3 Top
1B828629 Cyl 2 Top
New Valve
New Valve
New Valve
New Valve
New Valve
#1
#2
#3
#4
#5
Hardness (HRC)
22
22
37.5
36.5
38
37.5
34.5
34.5
33
33
33.5
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Verado E15 Valve Failure Investigation

The new valves that were hardness checked were then oven-aged for 24 hours and the
hardness was checked again.

A simple linear interpolation would indicate the E0 valve temperature was around 780°C
and the E15 valve temperature was approx. 890°C or higher.

The measured change in exhaust gas temperature was only 25-30°C.
Verado Exhaust Valve Heat Treatment Test, New Valves,
24 Hour Heat Treatment Duration
75
40 HRC
Hardness (Rockwell A)
70
65
20 HRC
60
55
50
45
40
750
800
850
900
950
1000
Temperature of Heat Treat (deg C)
Before Heat Treat
21
After Heat Treat
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200HP EFI 2.5L Two-Stroke Testing

There was more variability in HC+NOx on the E0 engine than any of
the changes on the E15 engine.

The trend of CO emissions change vs. endurance time was similar
between the 2 engines.

The rod bearing failure on the E15 engine prevented completing the
testing.

Due to the extensive damage, the cause of the bearing failure could
not be definitively determined.
– Assembly error causing a step at the rod / cap interface?
 If so, why did it run 250+ hours of WOT?
– What effects would the ethanol have on oil dispersion?
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200HP EFI 2.5L Two-Stroke Emissions
Average HC+NOx Emissions Output: 200 EFI 2 Stroke
EEE and E15 Fuel
126
122
120
118
116
114
Average CO Emissions Output: 200 EFI 2 Stroke
EEE and E15 Fuel
112
110
-30
0
30
60
90
120
150
180
210
240
270
E0 Engine, EEE Fuel
E15 Engine, EEE Fuel
300
330
410
Endurance Time [Hours]
360 Fuel
E15 Engine, E15
Emissions [g/kw-hr]
Emissions [g/kw-hr]
124
310
260
210
160
110
-30
0
30
60
90
120
150
180
210
240
270
300
330
Endurance Time [Hours]
E0 Engine, EEE Fuel
23
E15 Engine, EEE Fuel
E15 Engine, E15 Fuel
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200HP EFI E15 Engine-Bearing Failure

Root cause of bearing failure is unknown.

283 total engine hours, 256 WOT endurance hours

No rollers were recovered.
Remaining Pieces from Cyl 3 Rod Bearing Cage
Undamaged
Bearing
Undamaged Rod
24
Rod from Cyl 3
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Additional Testing-4.3L V6 ECT Fuel Comparison

Increase in EGT of 20°C, increase in catalyst temperature of 32°C at Mode 1.

No appreciable difference in emissions during closed loop operation.

Changes in HC and CO at Mode 1 are expected due to lean operation.

“The increase in catalyst temperature at WOT will cause more rapid deterioration of the
catalyst system leading to higher exhaust emissions over the lifetime of the engine.”

Increase in fuel consumption (mass basis) of ~5% in closed-loop operation.
4.3L V6 Catalyst Sterndrive Emissions Comparison
EEE vs. E15 Fuels
E0-EEE Fuel
E15 Fuel
30
HC+NOx [wsg/kw-h]
1.5
CO [wsg/kw-h]
60
HC+NOx
CO
0
1.0
0.5
0.0
0
1
2
3
4
5
6
Mode Point [-]
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