A year ago at the Geneva Motor Show, Bentley took its first tentative step toward being ever-so-slightly greener with the introduction of the Continental Supersports coupe. The Supersports was a lightweight, higher-powered version of the Continental GT that was the first in the range to offer flex-fuel E85 compatibility. After several months on the market now, Bentley is adding a convertible version of the Supersports next week in Geneva.

Bentley has also announced that, as of this June, all Continental models in all markets will get flex-fuel capability as standard equipment. Like other automakers, the flex-fuel capability includes a fuel sensor to detect the E85 concentration and adjust the engine mapping on the fly. Bentley claims a CO2 reduction of up 70 percent well to wheel (depending on the type of feedstock used to produce the ethanol).

The 621 horsepower twin-turbo W12 can push the Supersports convertible to 60 mph in just 3.9 seconds. Like the coupe introduced last year, the convertible has gone on a diet, yielding a savings of 198 pounds compared to a Continental GTC Speed
 

It is the talk of the town in many states. Can you run your car on tap water? I mean tap water is such a seemingly "worthless" household item. Use it to wash my car, maybe. But to power my car with water seems rather far-fetched or is it?

Reports from various states have pointed this "run car on water" phenomenon to be real and not a hoax. Trucks and car owners alike who have converted their vehicles to run on tap water have indicated that it not only works, their fuel costs have dropped significantly with some reporting as much as 40%, while others claimed that their gas mileages have doubled!

Water-Powered Technology Behind Running A Car On Tap Water

Creating power from water using a hydrogen generator is not a recent discovery. Such technology has been around for decades now. But the original hydrogen or water fuel generators are huge, industrial size ones.

Today, some smart engineers have developed a smaller prototype model. It is the mini hydrogen generator that can use tap water to power a car.

But to correct the understanding of most folks, the water is not burnt as a fuel. So it is not exactly right scientifically and factually to use the term "water fuel". Rather, this water is broken down by a electrolyzer into HHO, commonly called Brown’s gas to aid the combustion of gasoline. The engine still requires gas to power it.

The Setup of Mini HHO or Hydrogen Generator

This HHO generator is cheap to build and all the parts can be found in local hardware stores. You only need a water container, some wirings and hoses and that’s about it. Also, not forgetting pure baking soda as a catalyst. A gallon of tap water is capable of expanding into over 1866 gallons of Brown’s gas! In other words, once it is setup, it can last for months.

Once it is assembled, you need to put the system in the car and plug it into the carburetor or engine manifold. The carburetor will ensure that the right proportions of Brown’s gas mix with the gasoline for a full combustion. It needs to be powered by the car battery as well.

Benefits To Run Your Car On Tap Water

Firstly, you save on your gas fuel costs. Many drivers have already gone ahead of you and reported savings of over 40%. Secondly, your mileage will improve tremendously. Your engine will become cleaner, quieter and last longer as a result.

Don’t let the government steal any more from your hard earned paycheck! Click here and join the revolution!

Learn the exact steps on how to run a car on water using a simple hydrogen generator for car for under $100. Easy A to Z guide teaches you how to build one today.

Article Source: http://EzineArticles.com/?expert=Davion_Wong

2008 Honda Civic GX Natural Gas Car

CNG enters the car through the natural gas fill valve (A) and flows into high-pressure cylinders (B). When the engine requires natural gas, the gas leaves the cylinders and passes through the master manual shut-off valve (C). The gas travels through the high-pressure fuel line (D) and enters the engine compartment. Gas enters the regulator (E), which reduces the gas pressure used for storage (up to 3,600 psi) to the required vehicle fuel injection system pressure. The natural gas solenoid valve (F) allows natural gas to pass from the regulator into the gas mixer or fuel injectors. The solenoid valve shuts off the natural gas when the engine is not running. Natural gas mixed with air flows down through the carburetor or fuel-injection system (G) and enters the engine combustion chambers where it is burned to produce power, just like gasoline.

Some heavy-duty vehicles use spark-ignited natural gas systems, but other systems exist as well. High-pressure direct injection engines burn natural gas in a compression-ignition (diesel) cycle.

What is a natural gas car?

Dedicated natural gas cars are designed to run only on natural gas; bi-fuel natural gas cars have two separate fueling systems that enable the vehicle to use either natural gas or a conventional fuel (gasoline or diesel). In general, dedicated natural gas cars demonstrate better performance and have lower emissions than bi-fuel vehicles because their engines are optimized to run on natural gas. In addition, the vehicle does not have to carry two types of fuel, thereby increasing cargo capacity and reducing weight.

2008 Honda Civic GX Natural Gas Car

Natural gas vehicles are fueled with compressed natural gas (CNG) or liquefied natural gas (LNG). These fuels are considered alternative fuels under the Energy Policy Act of 1992 and qualify for alternative fuel vehicle tax credits. As a new twist, tests are being conducted using natural gas vehicles fueled with HCNG, a blend of CNG and hydrogen.

Compared with cars fueled with conventional diesel and gasoline, natural gas cars can produce significantly lower amounts of harmful emissions. In addition, some natural gas vehicle owners report service lives two to three years longer than gasoline or diesel vehicles and extended time between required maintenance.

The driving range of natural gas cars generally is less than that of comparable gasoline- and diesel-fueled vehicles because of the lower energy content of natural gas. Extra storage tanks can increase range, but the additional weight may displace payload capacity. Natural gas car horsepower, acceleration, and cruise speed are comparable with those of an equivalent conventionally fueled vehicle.

Other benefits of the cars include increasing U.S. energy security and paving the way for fuel cell cars.

The availability of new light-duty original equipment manufacturer propane cars has declined in recent years. However, certified installers can economically and reliably retrofit many light-duty cars for propane operation. Propane engines and fueling systems are also available for heavy-duty cars such as school buses and street sweepers.

What is a propane car?

Propane, also known as liquefied petroleum gas (LPG), has been used in cars since the 1920s. It is considered an alternative fuel under the Energy Policy Act of 1992 and qualifies for alternative fuel car tax incentives.

Today, most propane cars are conversions from gasoline cars. Dedicated propane cars are designed to run only on propane; bi-fuel propane cars have two separate fueling systems that enable the car to use either propane or gasoline.

Propane car power, acceleration, and cruising speed are similar to those of gasoline-powered cars. The driving range for bi-fuel cars is comparable to that of gasoline cars. The range of dedicated gas-injection propane cars is generally less than gasoline cars because of the 25% lower energy content of propane and lower efficiency of gas-injection propane fuel systems. Extra storage tanks can increase range, but the additional weight displaces payload capacity. Liquid Propane Injection engines, introduced in 2006, promise to deliver fuel economy more comparable to gasoline systems.

Lower maintenance costs are a prime reason behind propane’s popularity for use in delivery trucks, taxis, and buses. Propane’s high octane rating (104 to 112 compared with 87 to 92 for gasoline) and low carbon and oil contamination characteristics have resulted in documented engine life of up to two times that of gasoline engines. Because the fuel mixture (propane and air) is completely gaseous, cold start problems associated with liquid fuel are eliminated.

Compared with cars fueled with conventional diesel and gasoline, propane cars can produce significantly lower amounts of harmful emissions. Another benefit of propane cars is increasing U.S. energy security.

How Propane Cars Work

Propane cars work much like gasoline-powered cars with spark-ignited engines. Propane is stored as a liquid in a relatively low-pressure tank (about 300 pounds per square inch). Liquid propane travels along a fuel line into the engine compartment. The supply of propane to the engine is controlled by a regulator or vaporizer, which converts the liquid propane to a vapor. The vapor is fed to a mixer located near the intake manifold, where it is metered and mixed with filtered air before being drawn into the combustion chamber where it is burned to produce power, just like gasoline.

Liquid Propane Injection engines, developed over the past 15 years, do not vaporize the propane. Instead, it is injected into the combustion chamber in liquid form. Liquid injection systems have proven reliable in terms of power, engine durability, and cold starting.

Propane Car Emissions

Compared with cars fueled with conventional diesel and gasoline, propane (also known as liquefied petroleum gas or LPG) cars can produce significantly lower amounts of some harmful emissions and the greenhouse gas carbon dioxide.

The EPA calculated the potential benefits of propane versus gasoline based on the inherently cleaner-burning characteristics of propane, summarized in Clean Alternative Fuels: 

• Potentially lower toxic, carbon dioxide (CO₂), carbon monoxide (CO), and nonmethane hydrocarbon (NMHC) emissions.
• Rich calibration shows high NMHC and CO emissions, but lower nitrogen oxide (NO_x) emissions
• Lean calibration shows slightly higher NO_x emissions, but lower CO and NHMC emission

Medium-Duty Vehicles

Medium-duty diesel vehicles serve a wide array of applications. With gross vehicle weight ratings (GVWR) of about 8,500 to 26,000 pounds, they include everything from large pick-up trucks and SUVs, to small school and transit buses, to cargo vans and "short-haul" trucks. They are the backbone of many fleets and consume large quantities of fuel because of intensive use.

Heavy-Duty Vehicles

Heavy-duty diesel vehicles include long-haul trucks, large buses, and other vehicles that are heavier than 26,000 lb GVWR. These vehicles are heavy hitters in the fuel consumption arena.

Biodiesel

Biodiesel-diesel blends can be used in most medium- and heavy-duty diesel vehicles with no engine modification. The most common biodiesel blend is B20, which is 20% biodiesel and 80% conventional diesel. B5 (5% biodiesel, 95% diesel) is also commonly used in fleets. To learn more about this fuel, go to the Biodiesel section. 

Emissions

Currently, most medium- and heavy-duty diesel vehicles are equipped with oxidation catalysts—which reduce carbon monoxide (CO) and hydrocarbon (HC) emissions—and particulate matter (PM) traps, which reduce emissions of PM, CO, and HC. In combination, these devices can decrease emissions of CO by 80%, HC by 90%, and PM by 98%. New emissions control devices soon will be required to meet stringent emissions standards.Learn more about diesel emissions and how technologies such as selective catalytic reduction, Diesel Exhaust Fluid, and NOx adsorbers are controlling them.

Idle Reduction

More than 13 million light- and medium-duty trucks use more than 600 million gallons per year of fuel while idling. A typical long-haul tractor-trailer idles 1,830 hours per year, resulting in more than 800 million gallons of annual fuel consumption nationwide.

Biodiesel

Although light-duty diesel vehicles are not technically "alternative fuel vehicles," they can run on biodiesel, an alternative fuel under the Energy Policy Act of 1992. Biodiesel, which is mainly used as a blend, can be used in most light-duty diesel vehicles with no engine modification. The most common biodiesel blend is B20, which is 20% biodiesel and 80% conventional diesel. B5 (5% biodiesel, 95% diesel) is also commonly used in fleets. To learn more about this fuel, go to the Biodiesel section. 

Emissions

Currently, most light-duty diesel vehicles are equipped with oxidation catalysts that reduce carbon monoxide (CO) and hydrocarbon (HC) emissions, and many have particulate matter (PM) traps that reduce PM emissions as well as CO and HC emissions. In combination, these devices can decrease emissions of CO by 80%, HC by 90%, and PM by 98%. New emissions control devices soon will be required to meet stringent emissions standards. Learn more about diesel emissions and how technologies such as selective catalytic reduction, Diesel Exhaust Fluid, and NOx adsorbers are controlling them.

Clean Diesel

Ultra-low sulfur diesel (ULSD)—which is called "clean diesel" when used in conjunction with advanced emission control devices—is available at fueling stations nationwide and can be used in any diesel vehicle. This fuel reduces the sulfur content in diesel fuel by 97%. Europe has used ULSD for several years. The United States began its changeover to ULSD in June 2006, after the U.S. Environmental Protection Agency (EPA) mandated that 80% of highway diesel fuel produced or imported contain 15 ppm or less sulfur.

The Federal Alternative Fuel Vehicle Tax Credit provision of EPAct 2005 includes a tax credit for lean-burn diesel vehicles. The credit is sometimes referred to as the Clean Diesel Tax Credit and is effective January 1, 2006; however, no 2006 or 2007 diesel vehicles met the emissions requirements for credit. No 2008 vehicles have been certified as qualifying for the credit. Diesel vehicles up to 6,000 lb GVWR that meet EPA Tier II Bin 5 emissions requirements will be eligible for the credit. Diesel vehicles of 6,001 to 8,500 lb GVWR must meet Tier II Bin 8 requirements. Manufacturers will certify with the EPA that their vehicles meet the emissions requirements. The IRS must then issue a notice that the vehicle qualifies for the tax credit before consumers or commercial businesses can claim the credit. There are other IRS requirements to claim the credit.

Volkwagen Jetta TDI – The Most Fuel Efficient Diesel Car

Advanced diesel vehicles using EPA-mandated ultra-low sulfur diesel (ULSD) fuel are among the most fuel-efficient vehicles available today. Collaborative R&D between DOE, industry and the national laboratories has resulted in improved engine efficiency and very low emissions. Collaboration with the U.S. Environmental Protection Agency, industry, and national laboratories under the DOE Diesel Emission Control Sulfur Effects (DECSE) program provided the supporting data needed to mandate 15 ppm sulfur in diesel fuel as the appropriate level to maintain effectiveness of diesel engine emission control technologies. Most diesel vehicles also can run on biodiesel blends without engine modification.

Diesel Vehicle Classes

• Light-Duty Vehicles
• Medium- and Heavy-Duty Vehicles

Diesel Emissions

Advanced diesel engine technologies combining in-cylinder combustion control for low engine-out emissions with advanced aftertreatment technologies and using ultra-low sulfur diesel (ULSD) fuel can meet EPA emissions standards. Advanced combustion strategies such as exhaust gas recirculation (EGR) lower engine-out NOx emissions. Aftertreatment devices such as NOx adsorbers and selective catalytic reduction (SCR), reduce NO_x emissions by up to 90 percent. Diesel particulate filters and oxidation catalysts lower particulate matter emissions by over 95 percent. A combination of these aftertreament technologies is used to meet stringent emissions standards.

Source: Diesel Technology Forum. See DieselNet’s Emission Standards for details. 

Diesel Selective Catalytic Reduction

Selective catalytic reduction (SCR) is an advanced emission-control technology that can help light-, medium-, and heavy-duty diesel vehicles meet stringent regulations on nitrogen oxides (NO_x) emissions. In an SCR system, a liquid reducing agent composed of urea and water—known as Diesel Exhaust Fluid (DEF)—is combined with engine exhaust in the presence of a catalyst to convert smog-forming NO_x into harmless nitrogen and water vapor. See the diagram below.

Source: Diesel Technology Forum—Selective Catalytic Reduction

The process starts with ultra-low sulfur diesel fuel combusted in an optimized diesel engine. Hot exhaust from the engine flows through a diesel particulate filter (which removes particulate matter) toward the SCR catalyst. DEF from a storage tank is injected into the exhaust stream, and the exhaust and finely atomized DEF enter the SCR catalyst chamber together. In the presence of the SCR catalyst, the exhaust and DEF react to convert NO_x into nitrogen (N₂) and water vapor.

One important requirement of an SCR system is consistently refilling the DEF storage tank. This occurs at approximately the interval of recommended oil changes for light-duty vehicles. The interval varies based on application for medium- and heavy-duty vehicles. A DEF distribution system is being established to meet refilling needs.

Selective catalytic reduction has been used for decades in marine and large stationary diesel engines. The technology is used extensively with heavy-duty highway vehicles in Europe, where the DEF is marketed as AdBlue. The use of SCR in highway and non-road engines has been demonstrated in the United States, and several auto manufacturers are incorporating SCR into their U.S. diesel products. Tests have shown that SCR can reduce NO_x emissions by 75% to 90%.

NO_x Adsorbers

NO_x adsorbers—also known as NO_x traps or lean NO_x traps—are advanced emission-control technologies that can help diesel vehicles meet stringent nitrogen oxides (NOx) emissions standards. NO_x adsorbers trap and store NO_x present in the lean (i.e., oxygen-rich) exhaust produced by diesel engines. The stored NO_x is transformed into more environmentally benign compounds before these compounds are emitted into the atmosphere. See the diagram below.

Adapted from: APBF-DEC 2,000-Hour Performance of a NOx Adsorber Catalyst and Diesel Particle Filter System for a Medium-Duty, Pick-Up Truck Diesel Engine Platform 

The process starts with ultra-low sulfur diesel (ULSD) fuel combusted in an optimized diesel engine. (Use of ULSD minimizes potential poisoning of the NO_x adsorber by sulfur compounds.) Lean exhaust from the engine flows into the NO_x adsorber; in some configurations, the exhaust flows first through other emission control devices (as shown in the diagram above). With the aid of a noble metal catalyst, NO_x is captured and stored within the NO_x adsorber substrate.

When the NO_x adsorber nears its NO_x storage capacity, it begins "regeneration." The engine exhaust is briefly made rich (i.e., fuel rich and oxygen poor) by means such as injecting diesel fuel into the exhaust stream ("In-Exhaust Fuel Injection" in the diagram above) or late-cycle in-cylinder injection. In the presence of this fuel-rich exhaust, the stored NO_x is released then reduced to carbon dioxide (CO₂), water (H₂O), nitrogen (N₂), and other nitrogen-containing gases over a noble metal catalyst. These gases are then emitted out the tailpipe.

NOx adsorbers are not a new technology but are just beginning to be seen in vehicle applications. Tests have shown they can reduce automotive NO_x emissions by 80% to 90.

List of Top Diesel Cars:

Sold by all U.S. vehicle manufacturers, flex fuel cars are capable of operating on gasoline, E85 (85% ethanol, 15% gasoline), or a mixture of both. There are more than 6 million flex fuel cars on U.S. roads today, but many flex fuel cars owners don’t know their vehicle is one.

What is a Flex Fuel Vehicle?

flex fuel cars are capable of operating on gasoline, E85 (85% ethanol, 15% gasoline), or a mixture of both. flex fuel cars qualify as alternative fuel cars under the Energy Policy Act of 1992 (EPAct). They also qualify for alternative fuel cars  tax credits and can provide emissions benefits.

Unlike natural gas and propane bi-fuel vehicles, flex fuel cars contain one fueling system, which is made up of ethanol compatible components and is set to accommodate the higher oxygen content of E85. E85 should only be used in ethanol-capable FFCs.

Other than fueling capability and ethanol compatible components, FFCs are similar to their conventional gasoline counterparts. Their power, acceleration, payload, and cruise speed are comparable whether running on ethanol or gasoline. The only noticeable difference: fuel economy is lower when FFCs run on ethanol.

Many drivers aren’t even aware their vehicle is an FFC. To find out if your car is a flex fuel car, visit the National Ethanol Vehicle Coalition Web site.

Flex Fuel Vehicle Emissions 

Using ethanol as a car fuel provides local and global benefits—reducing emissions of harmful pollutants and greenhouse gases.

Ethanol has been blended in low levels (10% or less) with gasoline for many years. This use of ethanol as an "oxygenate" promotes more complete combustion of the fuel, which can reduce exhaust emissions of carbon monoxide—a regulated pollutant harmful to human health—by 20% to 30% compared with pure gasoline.

Ford Expedition E-85

flex fuel cars fueled with E85 (85% ethanol, 15% gasoline) also emit less carbon monoxide than gasoline-powered vehicles. Emissions from E85-fueled FFCs of other regulated pollutants, such as hydrocarbons and nitrogen oxides (NO_x), are similar to those from gasoline-powered vehicles.

Tests indicate that vehicles fueled with ethanol blends produce lower emissions of some toxic compounds—such as benzene and 1,3 butadiene—than vehicles fueled with pure gasoline. However, evidence suggests that ethanol might increase toxic aldehyde emissions.

In addition to exhaust emissions, all vehicles emit hydrocarbons due to evaporation of fuel from their tanks and fueling systems, especially in warm weather. The common oxygenate blend E10 (10% ethanol, 90% gasoline) has a higher vapor pressure than pure gasoline and thus produces higher evaporative emissions. E85’s vapor pressure is lower than gasoline’s, so it produces lower evaporative emissions.

Mid-level ethanol blends, such as E15 and E20, can be used in flex fuel cars but currently not in standard gasoline-powered vehicles. See the AFDC’s mid-level ethanol blends page to learn about emissions and other issues associated with these blends.

The 15% gasoline content in E85 enables flex fuel cars to operate normally under cold conditions; fueling a cars with pure ethanol (E100) creates problems during cold-weather operation. Ethanol can also be mixed with gasoline in lower-level blends, which provide many benefits but are not considered EPAct alternative fuels.

Chevrolet Silverado E85 Handyman Ethanol at SEMA 2006

Other than lower gas mileage, motorists will see little difference when using E85 versus gasoline. E85 has about 27% less energy per gallon than gasoline. However, E85 is typically priced lower than gasoline, so that cost per mile is comparable

E85 Stations

As of 2008, more than 1,600 U.S. fueling stations offered E85 to the more than 7 million flex fuel cars on U.S. roadways. Stations are more common in the corn belt (Minnesota, Iowa, Illinois) but are spreading throughout the country. In fact, E85 is now offered in more than 40 states

E85 Emissions

Although it is an alternative fuel, E85 emits regulated pollutants, toxic chemicals, and greenhouse gases. These emissions are primarily released by fuel evaporation or combustion. However, these emissions are generally reduced compared to those of gasoline. The following section describes the different types of emissions and compares those of E85 to those of gasolin

Evaporative Emissions

Evaporative emissions from E85 and gasoline cars enter the air through permeation, fuel tank venting, and fuel or vapor leaks.

2009 Flex-Fuel HUMMER H2

Permeation vapors, which are released through fuel-line materials, are more of an issue for regular gasoline than E85, though it does occur with E85. Fuel tank venting, which occurs when fumes escape the tank during refueling, is controlled by onboard refueling vapor recovery devices installed in all cars produced since model year (MY) 2000. Evaporative emissions, which are leaks, are becoming less prevalent since new leak-resistant materials and fittings are constantly improvin

Tailpipe Emissions

Tailpipe emissions are the by-products of fuel burning in a car’s engine and emitted from its exhaust system. Major tailpipe emissions include hydrocarbons, oxides of nitrogen (NO_x), carbon monoxide (CO) and carbon dioxide (CO2). 

When the program tested for regulated tailpipe emissions, it found that E85 resulted in higher CO emissions and lower NOx emissions. The results for non-methane hydrocarbon (NMHC) emissions were mixed but reduced in a majority of the rounds (including the one statistically significant one). Test results for total hydrocarbons (THC) were mixed to the point where no relationship could be discerned

Speciated Hydrocarbons

The mixed results of THC were clarified when the testing team separated (speciated) the hydrocarbons into groups. The test results for each type were statistically significant. E85 led to an increase in formaldehyde and acetaldehyde but emitted less 1,3-butadiene and benzene than RFG. When the hydrocarbons were weighted according to toxicity, total potency-weighted toxics (PWT) were significantly reduced in cars powered by E85.

When pollutants leading to ozone (CO and NO_x) were accounted for and weighted, the ozone-forming potential (OFP) of E85 emissions was greater than that of RFG emissions. This overrides the point that the specific reactivity (SR) of a given amount of non-methane organic gases is less for RFG than for E85.