Engines all over the world are spewing GHG (Green House Gases), can readers suggest steps or treatments to reduce these emissions for a cleaner and greener world tomorrow.
Hussam
Original Post
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Hi Hussam
alcohol type fuels have a lot of those advantages of course, it's just finding enough for all our vehicles
regards
Rob S
alcohol type fuels have a lot of those advantages of course, it's just finding enough for all our vehicles
regards
Rob S
Use lower friction, more fuel efficient, lower volatility motor oils.
Use fuel and air system cleaners to keep engines clean for peak fuel efficiency and performance.
Here are a bunch of products that will do just that: www.amsoil.com
Here is a brochure on reducing environmental impact: http://www.amsoil.com/lit/g1059.pdf
Use fuel and air system cleaners to keep engines clean for peak fuel efficiency and performance.
Here are a bunch of products that will do just that: www.amsoil.com
Here is a brochure on reducing environmental impact: http://www.amsoil.com/lit/g1059.pdf
I understand there is a standard, ISO 14064 that qualifies for accrual of carbon credits for "reduction of Green House Gases (GHG).
Will appreciate if readers can post/weblinks to oils or after-treatments that meet ISO 14064.
Hussam Adeni
Will appreciate if readers can post/weblinks to oils or after-treatments that meet ISO 14064.
Hussam Adeni
Engines of today are mostly, Internal Combustion (IC) type and could be either Spark ignition or Diesel Compression. Years ago, when Otto designed the Diesel engines they were meant to run with earlier version of Petrol (Gasoline) & Diesel. Today, the environmental regulations have impacted the
• Composition of fuel,
Euro Fuels of today are “Unleaded,” have low to “no” Sulphur ( un-intended stripping in the amount of aromatics)
• Additives in Engine Oil
Phosphorus and Zinc (ZDDP) free, to extend life of exhaust filters.
• and in Diesel engines the injector design, temperature and pressures.
CRDI, higher temp and pressure of 3000 psi.
Variants in fuels, like Biodiesel ( E-10, E-15) are now being mandated by Governments to reduce dependence on petroleum products and to a lesser extent 10 to 15% reduction in emissions. The Otto engines being robust can easily tolerate 15% “dilution” with Ethanol, largely because the RON of Ethanol is betwwen 115 to 129 and higher than the RON ( 85 to 98 in Premium fuels) of Fuels today.
There is no escape, from the fact, that the chemical reaction in any IC engines will result in release of Carbon dioxide, Nitrogen oxide(s), moisture (water) and to a lesser extent Carbon monoxide. Needless to say the unburnt component of fuel ( C, HC = PM) will also exit through the exhaust. This means all IC engines will, by and large, release Green House Gases (GHG).
The need of today, is alternative energy and in reality, “alternative engines,” as well. But this cannot happen overnight. Till such time an equally robust “alternative engine” is mass produced, we have to live with the Petrol/Diesel powered IC engines.
The option till then, is to mitigate the GHG emissions by “after-treatments,” that reduce GHG. For any initiative/ programme to succeed, it is necessary that “targets” are set and incentives are rolled out . Kyoto Protocol was one such initiative, and 40% of the Carbon credits are ploughed back into the governence and management of the reduction of GHG emissions. The balance 60% may be shared with the manufacturer ( of product/equipment that reduces GHG) and the fuel user who made it happen (reduced fuel consumption/emissions in his IC engines.).
A standard has been put into place, and ISO 14064 has been set up to document, log and record reduction of GHG and thereby accrue, tradable Carbon credits.
It would be interesting to know of products, available today, that meet ISO 14064.
Hussam
• Composition of fuel,
Euro Fuels of today are “Unleaded,” have low to “no” Sulphur ( un-intended stripping in the amount of aromatics)
• Additives in Engine Oil
Phosphorus and Zinc (ZDDP) free, to extend life of exhaust filters.
• and in Diesel engines the injector design, temperature and pressures.
CRDI, higher temp and pressure of 3000 psi.
Variants in fuels, like Biodiesel ( E-10, E-15) are now being mandated by Governments to reduce dependence on petroleum products and to a lesser extent 10 to 15% reduction in emissions. The Otto engines being robust can easily tolerate 15% “dilution” with Ethanol, largely because the RON of Ethanol is betwwen 115 to 129 and higher than the RON ( 85 to 98 in Premium fuels) of Fuels today.
There is no escape, from the fact, that the chemical reaction in any IC engines will result in release of Carbon dioxide, Nitrogen oxide(s), moisture (water) and to a lesser extent Carbon monoxide. Needless to say the unburnt component of fuel ( C, HC = PM) will also exit through the exhaust. This means all IC engines will, by and large, release Green House Gases (GHG).
The need of today, is alternative energy and in reality, “alternative engines,” as well. But this cannot happen overnight. Till such time an equally robust “alternative engine” is mass produced, we have to live with the Petrol/Diesel powered IC engines.
The option till then, is to mitigate the GHG emissions by “after-treatments,” that reduce GHG. For any initiative/ programme to succeed, it is necessary that “targets” are set and incentives are rolled out . Kyoto Protocol was one such initiative, and 40% of the Carbon credits are ploughed back into the governence and management of the reduction of GHG emissions. The balance 60% may be shared with the manufacturer ( of product/equipment that reduces GHG) and the fuel user who made it happen (reduced fuel consumption/emissions in his IC engines.).
A standard has been put into place, and ISO 14064 has been set up to document, log and record reduction of GHG and thereby accrue, tradable Carbon credits.
It would be interesting to know of products, available today, that meet ISO 14064.
Hussam