Cairo University

Faculty of Engineering
Chemical Engineering Department
Academic year 2008 – 2009
Fourth year

Progress reports
ports on:
Improvement of Octane Number of Gasoline by addition of
ethanol

Under supervision of:

Prof Dr. Fatma El-Zahraa
Zahraa Ashour
Prof Dr. Sahar Mohammad ElEl-Marsafy

Prepared by Section B.N.

Ahmad Mohammad Ali 1 18
Islam Ibrahim Fekry 1 24
Asmaa Ahmed Abd-Allah 1 26
Asmaa Khaled Mohamed 1 27
Almoataz Bellah Ahmed Gad 1 23
Khadega Magdy Hussien 2 13

April, 16, 2009

1
Table of Contents
1. Introduction ........................................................................................................................................... 6
2. Aim of work .......................................................................................................................................... 8
3. The project experiments ........................................................................................................................ 9
3.1. Density .......................................................................................................................................... 9
3.1.1. Terminology .......................................................................................................................... 9
3.1.2. Scope ..................................................................................................................................... 9
3.1.3. Significance and Use............................................................................................................. 9
3.2. Vapor pressure ............................................................................................................................ 10
3.2.1. Scope ................................................................................................................................... 10
3.2.2. Significance and Use........................................................................................................... 10
3.3. Distillation................................................................................................................................... 10
3.3.1. Scope ................................................................................................................................... 10
3.3.2. Terminology ........................................................................................................................ 10
3.3.3. Significance and Use........................................................................................................... 11
3.4. Total Sulphur .............................................................................................................................. 12
3.4.1. Scope ................................................................................................................................... 12
3.4.2. Significance and Use........................................................................................................... 12
3.5. Existent Gum .............................................................................................................................. 12
3.5.1. Terminology ........................................................................................................................ 12
3.5.2. Scope ................................................................................................................................... 12
3.5.3. Significance and Use........................................................................................................... 12
3.6. Research Octane Number (RON) {ASTM D2699} .................................................................... 13
3.6.1. Terminology ........................................................................................................................ 13
3.6.2. Scope ................................................................................................................................... 15
3.6.3. Significance and Use........................................................................................................... 15
3.7. Studying the emissions characteristics of an ICE with ethanol blended gasoline....................... 16
3.7.1. Scope ................................................................................................................................... 16
3.7.2. Significance and use............................................................................................................ 16
4. Preliminary trials of some of the experiments .................................................................................... 17
5. Distillation of Petroleum Products at Atmospheric Pressure .............................................................. 18
5.1. Apparatus .................................................................................................................................... 18

2
 5.2. Procedure .................................................................................................................................... 19
5.3. Sample result............................................................................................................................... 20
5.3.1. E 0 ....................................................................................................................................... 20
5.3.2. E 6 ....................................................................................................................................... 21
5.3.3. E 12 ..................................................................................................................................... 22
5.3.4. E 18 ..................................................................................................................................... 23
5.4. Calculations................................................................................................................................. 24
6. Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel......................... 25
6.1. Apparatus: ................................................................................................................................... 25
6.2. Sampling ..................................................................................................................................... 27
6.3. Procedure "Compression Ratio” ................................................................................................. 27
6.4. Samples Results .......................................................................................................................... 30

3
Table of Content
Table:1 Midor's results............................................................................................................................. 17
Table:2 Sample E0 Distillation results. ................................................................................................... 20
Table:3 Sample E6 Distillation results. ................................................................................................... 21
Table:4 Sample E12 Distillation results. ................................................................................................. 22
Table:5 Sample E18 Distillation results. ................................................................................................. 23
Table:6 Sample's Octane Number ........................................................................................................... 30

4
Table of Figure
Fig: 1 example of manual distillation unit .............................................................................................. 18
Distillation Curve: 1.................................................................................................................................. 20
Distillation Curve: 2.................................................................................................................................. 21
Distillation Curve: 3.................................................................................................................................. 22
Distillation Curve: 4.................................................................................................................................. 23
FIG. 2 Research Method Test Engine Assembly .................................................................................... 25
Fig. 3 "CFR Engine" ................................................................................................................................ 26

5
1. Introduction

• Alcohol has been used as a fuel for auto-engines since 19th century; however, it is not
widely used because of its high price. As a fuel for spark-ignition engines, alcohol
(methanol, ethanol) has some advantages over gasoline, such as better anti-knock
characteristics and the reduction of CO and UHC emissions. Although having these
advantages, due to limitation in technology, economic and regional considerations, and
alcohol fuel still cannot be used extensively. Under the environmental consideration,
using ethanol blended with gasoline is better than methanol because of its renewability
and less toxicity.

• The increasing demand for energy and stringent pollution regulations as a result of the
population growth and technological development in the world promote research on
alternative fuels. The investigations have concentrated on increasing the engine
performance, decreasing fuel consumption and on lowering the concentration of toxic
components in combustion product by using non-petroleum, renewable, sustainable and
non-polluting fuels. The high octane ratings of the alcohols and their high heats of
vaporization have made them preferred fuels for use in-high compression ratio (CR),
high-output engines.

• Ethanol is an alcohol-based alternative fuel produced by fermenting and distilling starch

crops that have been converted into simple sugars. Feedstock for this fuel includes corn,
barley and wheat. Ethanol can be produced from cellulose feedstock such as corn stalks,
rice straw, and sugar cane which are examples of feedstock that contain sugar.

• The simplest approach to the use of alcohols in spark ignition (SI) engines is to blend
moderate amounts of alcohols with gasoline. Several studies have been conducted on the
usage of ethanol and ethanol–gasoline blends as fuel in the SI engines.

• Investigations on the engine performance and pollutant emission of an SI engine using

ethanol–gasoline blends (E0, E5, E10 and E20) and their experimental results indicated
6
that fuel consumption slightly increase when using ethanol–gasoline blended fuel; CO
and HC emissions decrease dramatically as a result of the leaning effect. When ethanol is
added to the blended fuel, it can provide more oxygen for the combustion process and
leads to the so-called ‘‘leaning effect”.

7
2. Aim of work

• As ethanol can be produced from agricultural crops its cost can be lower in the countries
whose economy is largely based on agriculture and it can be used as alternative fuel thus,
dependence for foreign oil is reduced in this countries.
In this study, we aim to develop the 80 octane number gasoline provided in the Egyptian
market using an optimum percentage of ethanol mixed with gasoline at concentrations of
3, 6, 9, 12, 15 and 18 vol. % - which is mainly produced from sugar cane in Egypt – were
experimentally analyzed in order to evaluate the physico-chemical properties. The
obtained results will be compared with the specifications of MIDOR (Middle East Oil
Refinery).
• The development includes enhancement of the engine performance (i.e increasing the
octane number of this gasoline) also reducing the gases emissions (Co, Co2, Nox and HC
emissions) to a level much lower than the present conventional gasoline.

8
3. The project experiments

• In the following few lines a summary of the standardized experiments done by ASTM
and UOP to check the properties of the gasoline, its octane number and the exhaust gases
released from it to ensure proper performance of the engine.

3.1. Density

3.1.1. Terminology
• Density—Mass per unit volume at a specified temperature.
• Relative density—The ratio of the density of a material at a stated temperature
to the density of water at a stated temperature.

3.1.2. Scope
• This test method covers the determination of the density or relative density of
petroleum distillates and viscous oils that can be handled in a normal fashion as
liquids at test temperatures between 15 and 35°C. Its application is restricted to
liquids with vapor pressures below 600 mm Hg (80 kPa) and viscosities below
about 15000 cSt (mm2/s) at the temperature of test. The accepted units of
measure for density are grams per milliliter or kilograms per cubic meter.

3.1.3. Significance and Use

• Density is a fundamental physical property that can be used in conjunction with
other properties to characterize both the light and heavy fractions of petroleum
and petroleum products.
• Determination of the density or relative density of petroleum and its products is
necessary for the conversion of measured volumes to volumes at the standard
temperature of 15°C.

9
3.2. Vapor pressure

3.2.1. Scope
• This test method covers procedures for the determination of vapor pressure of
gasoline, volatile crude oil, and other volatile petroleum products.

3.2.2. Significance and Use

• Vapor pressure is an important physical property of volatile liquids. This test
method is used to determine the vapor pressure at 37.8°C (100°F) of petroleum
products and crude oils with initial boiling point above 0°C (32°F).
• Vapor pressure is critically important for both automotive and aviation
gasoline, affecting starting, warm up, and tendency to vapor lock with high
operating temperatures or high altitudes. Maximum vapor pressure limits for
gasoline are legally mandated in some areas as a measure of air pollution
control.

3.3. Distillation
3.3.1. Scope
• This test method1 covers the atmospheric distillation of petroleum products
using a laboratory batch distillation unit to determine quantitatively the boiling
range characteristics of such products as natural gasoline, light and middle
distillates, automotive spark-ignition engine fuels, aviation gasolines, and
aviation turbine fuels.

3.3.2. Terminology
• Charge volume, the volume of the specimen, 100 mL, charged to the
distillation flask at the temperature specified in.
• End point (EP) or final boiling point (FBP), the maximum corrected
thermometer reading obtained during the test.

10
 • Front end loss, loss due to evaporation during transfer from receiving cylinder
to distillation flask, vapor loss during the distillation, and uncondensed vapor in
the flask at the end of the distillation.
• Initial boiling point (IBP), the corrected thermometer reading that is observed
at the instant the first drop of condensate falls from the lower end of the
condenser tube.
• Percent evaporated, the sum of the percent recovered and the percent loss.
• Percent recovered, the volume of condensate observed in the receiving
cylinder, expressed as a percentage of the charge volume, associated with a
simultaneous temperature reading.
• Percent residue, the volume of residue in the flask, measured in accordance
with 10.19, and expressed as a percentage of the charge volume.

3.3.3. Significance and Use

• The distillation (volatility) characteristics of hydrocarbons have an important
effect on their safety and performance, especially in the case of fuels and
solvents. The boiling range gives information on the composition, the properties,
and the behavior of the fuel during storage and use. Volatility is the major
determinant of the tendency of a hydrocarbon mixture to produce potentially
explosive vapors.
• The distillation characteristics are critically important for both automotive and
aviation gasoline, affecting starting, warm-up, and tendency to vapor lock at
high operating temperature or at high altitude, or both. The presence of high
boiling point components in these and other fuels can significantly affect the
degree of formation of solid combustion deposits.

11
3.4. Total Sulphur
3.4.1. Scope
• This test method covers the determination of sulfur in petroleum products in the
range from 0.02 to 10.00 mg/kg. The method may be extended to higher
concentration by dilution. The method is applicable to liquids whose boiling
points are between 30 and 371°C (86 and 700°F). Materials that can be analyzed
include naphtha, kerosine, alcohol, steam condensate, various distillates,
gasoline, jet fuel, benzene, and toluene.

3.4.2. Significance and Use

• In many petroleum refining processes, low levels of sulfur in feed stocks may
poison expensive catalysts. This test method can be used to monitor the amount
of sulfur in such petroleum fractions.
• This test method may also be used as a quality-control tool for sulfur
determination in finished products.

3.5. Existent Gum

3.5.1. Terminology
• Existent gum—the evaporation residue of aviation fuels, without any further
treatment.

3.5.2. Scope
• This test method covers the determination of the existent gum content of
aviation fuels, and the gum content of motor gasolines or other volatile
distillates in their finished form, (including those containing alcohol and ether
type oxygenates and deposit control additives) at the time of test.

3.5.3. Significance and Use

• The true significance of this test method for determining gum in motor gasoline
is not firmly established. It has been proved that high gum can cause induction-
system deposits and sticking of intake valves, and in most instances, it can be
assumed that low gum will ensure absence of induction-system difficulties.

12
 • The primary purpose of the test method, as applied to motor gasoline, is the
measurement of the oxidation products formed in the sample prior to or during
the comparatively mild conditions of the test procedure. Since many motor
gasolines are purposely blended with nonvolatile oils or additives, the heptane
extraction step is necessary to remove these from the evaporation residue so that
the deleterious material, gum, may be determined.

3.6. Research Octane Number (RON) {ASTM D2699}

3.6.1. Terminology
• Fuel-air ratio for maximum knock intensity, for knock testing, that
proportion of fuel to air that produces the highest knock intensity for each
fuel in the knock testing unit, provided this occurs within specified
carburetor fuel level limits.
• Guide tables, for knock testing, the specific relationship between cylinder
height (compression ratio) and octane number at standard knock intensity
for specific primary reference fuel blends tested at standard or other
specified barometric pressure.
• Knock, in a spark-ignition engine, abnormal combustion, often producing
audible sound, caused by autoignition of the air/fuel mixture.
• knockmeter, for knock testing, the 0 to 100 division indicating meter that
displays the knock intensity signal from the detonation meter.
• Knock intensity, for knock testing, a measure of the level of knock.
• Motoring, for the CFR engine, operation of the CFR engine without fuel
and with the ignition shut off.
• Octane number, for spark-ignition engine fuel, any one of several
numerical indicators of resistance to knock obtained by comparison with
reference fuels in standardized engine or vehicle tests.

13
• Research octane number, for spark-ignition engine fuel, the numerical
rating of knock resistance obtained by comparison of its knock intensity
with that of primary reference fuel blends when both are tested in a
standardized CFR engine operating under the conditions specified in this
test method.
• Oxygenate an oxygen-containing organic compound, which may be used as
a fuel or fuel supplement, for example, various alcohols and ethers.
• Primary reference fuels, for knock testing, isooctane, n-heptane,
volumetrically proportioned mixtures of isooctane with n-heptane, or blends
of tetraethyl lead in isooctane that define the octane number scale.
• Standard knock intensity, for knock testing, that level of knock established
when a primary reference fuel blend of specific octane number is used in the
knock testing unit at maximum knock intensity fuel-air ratio, with the
cylinder height (dial indicator or digital counter reading) set to the
prescribed guide table value. The detonation meter is adjusted to produce a
knockmeter reading of 50 for these conditions.

• Abbreviations:
• ARV = accepted reference value
• C.R. = compression ratio
• IAT = intake air temperature
• K.I. = knock intensity
• O.N. = octane number
• PRF = primary reference fuel

14
3.6.2. Scope
• This laboratory test method covers the quantitative determination of the
knock rating of liquid spark-ignition engine fuel in terms of Research O.N.,
except that this test method may not be applicable to fuel and fuel
components that are primarily oxygenates. The sample fuel is tested using a
standardized single cylinder, four-stroke cycle, variable compression ratio,
carbureted, CFR (cooperative fuel research) engine run in accordance with a
defined set of operating conditions
• The O.N. scale is defined by the volumetric composition of PRF blends. The
sample fuel knock intensity is compared to that of one or more PRF blends.
The O.N. of the PRF blend that matches the K.I. of the sample fuel
establishes the Research O.N. The O.N. scale covers the range from 0 to 120
octane number but this test method has a working range from 40 to 120
Research O.N. Typical commercial fuels produced for spark-ignition engines
rate in the 88 to 101 Research O.N. range. Testing of gasoline blend stocks
or other process stream materials can produce ratings at various levels
throughout the Research O.N. range.

3.6.3. Significance and Use

• Research O.N. correlates with commercial automotive spark-ignition engine
antiknock performance under mild conditions of operation.
• Research O.N. is used by engine manufacturers, petroleum refiners and
marketers, and in commerce as a primary specification measurement related
to the matching of fuels and engines.
• Research O.N. is used for measuring the antiknock performance of spark-
ignition engine fuels that contain oxygenates.
• Research O.N. is important in relation to the specifications for spark-
ignition engine fuels used in stationary and other nonautomotive engine
applications.

15
3.7. Studying the emissions characteristics of an ICE with ethanol blended
gasoline.
3.7.1. Scope
• The effect of ethanol blended gasoline fuels on emissions and catalyst
conversion efficiencies was investigated in a spark ignition engine with an
electronic fuel injection (EFI) system. The addition of ethanol to gasoline
fuel enhances the octane number of the blended fuels and changes
distillation temperature. Ethanol can decrease engine-out regulated
emissions. The fuel containing30% ethanol by volume can drastically reduce
engine-out total hydrocarbon emissions (THC) at operating conditions and
engine-out THC, CO and NOx emissions at idle speed.

3.7.2. Significance and use

• This test is done to ensure optimum concentrations of engine’s gases

emissions to be acceptable to the Egyptian environmental laws.

16
4. Preliminary trials of some of the experiments
• We start our work by preparing blends of pure ethanol and 80 octane number gasoline with
percentages from 0% to 100% ethanol and the step was 10%ethanol.
• Density, sulphur, distillation and RON experiments have been tested on the samples in
MIDOR company (Middle East Oil Refinery Company) and the results obtained were as
following:

Density Sulphur Distillation (°c)

Sample RON
Kg/m3 ppm IPB 5% 10% 50% 90% 95% FPB
E0 748.6 116 79 42.5 64.5 71 108 154 174 188
E 10 751.3 102 86 44 57.5 60.5 105 152 168 188
E20 756.9 96 93 - - - - - - -
E 30 760.8 80 99.7 - - - - - - -
E 40 765.4 70 >100 - - - - - - -
E 50 769.3 61 - - - - - - - -
Table: 1 Midor's results

• Obviously, from the above table, the sample of E 30 gives the maximum octane number
which was tested in CFR standard engine whose maximum reading is 100 octane number.
On the other hand, when the samples are subjected to distillation test, E 10 was the only
successful blend and this is due to the presence of ethanol which is more volatile than
gasoline and the rate of evaporation must be constant during the experiment. But, when
ethanol mixed with gasoline the mixture volatility will increase so, on heating the mixtures
having percentages more than 10% by volume ethanol the rate of evaporation cannot be
controlled so we try to decrease the heat supplied to the sample but the rate of evaporation
stilled high above the acceptable level which make the results unacceptable so the
experiments failed.
• Due to these problems we decided to reanalyze the samples with 18% maximum
percentage of ethanol and 3% step (i.e.) 0, 3,6,9,12,15 and 18% ethanol blends.
• As a start, we begun with 6,12 and 18% ethanol just to know the range in which optimum
results of octane number and distillation test will be obtained.

17
 • Next is a detailed description of these two tests ,their procedure aand
nd the results obtained
which have been measured using the available distillation apparatus in the department’s
petroleum lab and CFR engine used in Misr Petroleum company’s research center.

5. Distillation of Petroleum Products at Atmospheric Pressure

5.1. Apparatus
• The basic components of the distillation unit are the distillation flask, the condenser and

associated cooling bath, a metal shield or enclosure for the distillation flask, the heat
source, the flask support, the temperature measuring device, and the receiving cylinder
to collect the distillate.

Fig:: 1 example of manual distillation unit

18
5.2. Procedure
• Fill the distillation flask will 100 ml of the crude
• Start heating at constant rate and watch the temperature increase
• Record the temperature at which the first droplet falls in the receiving flask (IBP)
• Keep recording temperature every 5 ml increase
• Record the temp. at the final droplet (FBP)
• Measure the remaining volume in the distillation flask
• Repeat the experiment if the %loss is greater than 2%

Loss=(Initial Volume –( Recovery + residue ))

Draw the temperature on the y-axis versus the %volume distilled on the x-axis

19
 5.3. Sample result
5.3.1. E 0
%V IBP 15.4 25.7 36 46.3 56.7 67.0 77.3 87.6 97.7 100
E zero
Temp 50 62 70 79 90 102 112 127 144 169 174

Table: 2 Sample E0 Distillation results.

200

180
y = 8E-05x3 - 0.005x2 + 0.927x + 48.97
160 R² = 0.998

140

120
Temp oC

100

80

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
Volume Fraction Distillated %

Distillation Curve: 1

• Temp of 10% distillate = 57.82 oC

= (57.82*1.8) +32= 136 oF

20
 5.3.2. E 6
%V IBP 15.7 26.3 36.8 47.3 57.8 68.4 78.9 98.4 100
E6
Temp 40 54 58 64 80 98 112 126 142 174

Table: 3 Sample E6 Distillation results.

200

180
y = 2E-07x5 - 5E-05x4 + 0.004x3 - 0.161x2 + 2.481x + 39.94
160 R² = 0.999

140

120
Temp oC

100

80

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
Volume Fraction Distillated %

Distillation Curve: 2

• Temp of 10% distillate = 52.17 oC

= (52.17*1.8) +32= 126 oF

21
 5.3.3. E 12
%V IBP 15.7 26.3 36.8 47.3 57.8 68.4 78.9 98.4 100
E 12
Temp 38 55 66 65 69 85 108 122 140 170

Table:4 Sample E12 Distillation results.

180

160
y = -4E-06x4 + 0.000x3 - 0.049x2 + 1.530x + 39.18
140
R² = 0.990

120

100
Temp oC

80

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
Volume Fraction Distillated %

Distillation Curve: 3

• Temp of 10% distillate = 49.54 oC

= (49.54*1.8) +32= 121.17 oF

22
 5.3.4. E 18
%V IBP 15.6 26.0 36.4 46.8 57.3 67.7 78.1 88.5 98.9 100
E 18
Temp 38 56 61 67 70 73 98 120 135 166 174

Table: 5 Sample E18 Distillation results.

200

180
y = -5E-06x4 + 0.001x3 - 0.074x2 + 2.199x + 37.13
160 R² = 0.989
140

120
Temp oC

100

80

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
Volume Fraction Distillated %

Distillation Curve: 4

• Temp of 10% distillate = 52.67 oC

= (52.67*1.8) +32= 126.8 oF

23
 5.4. Calculations
• When studying the ASTM distillation curve of ‘motor gasoline’ the most
important point to be determined is the 10% point, since it is considered a
measure of volatility of gasoline. The temperature ‘tc’ that is defined by the
following equation :
atmospheri c temp. (°F)
• tc (°°F) = 100 +
2
• Atmospheric temp = 25 oC = (1.8*25) +32= 77
• Tc=100+(77/2)=138.5 °F
• If the 10% point on the curve is higher than the calculated value of tc the gasoline
has a low volatility and hence, it would be difficult to vaporise in the carburetor.
On the other hand, if the 10% point is lower than ‘tc’ then the gasoline has a high
volatility and phenomena known as ‘vapour locks’ would result.

Sample E0 E6 E 12 E 18
Temp of 10% Distillate °F 136 126 121.1 126.8

• Comment :
• As obvious from the above results the temp of 10 % point of the tested
samples was lower than ‘tc’ then the gasoline has a high volatility and
phenomena known as ‘vapour locks’ would result.

24
6. Standard Test Method for Research Octane Number of Spark-Ignition
Spark
Engine Fuel
6.1. Apparatus:
• This test method uses a single cylinder, CFR engine that consists of standard
components as follows: crankcase, a cylinder/clamping sleeve assembly to
provide continuously variable compression ratio adjustable with the engine
operating, a thermal syphon recirculation jacket coolant system, a multiple
multipl fuel
tank system with selector valving to deliver fuel through a single jet passage and
carburetor venturi, an intake air system with controlled temperature and humidity
equipment, electrical controls, and a suitable exhaust pipe. The engine flywheel
is belt connected to a special electric power
power-absorption
absorption motor utilized to both
start the engine and as a means to absorb power at constant speed when
combustion is occurring (engine firing). See Fig. 2

FIG. 2 Research Method Test Engine Assembly

25
 A—Air humidifier tube B—Intake air heater
C—Coolant condenser D—Four bowl carburettor
E—C.R. change motor F—CFR-48 crankcase
G—Oil Filter H—Ignition Detonation meter
J— Knock meter K—C.R. digital counter

• This test method uses electronic detonation metering instrumentation to measure

the intensity of combustion knock as well as conventional thermometry, gages,
and general purpose meters.

Fig. 3 "CFR Engine"

26
6.2. Sampling
• Sample Temperature—Samples shall be cooled to a temperature of 2 to 10°C (35 to
50°F), in the container in which they are received, before the container is opened.

6.3. Procedure "Compression Ratio”

• Establish standard K.I. by engine calibration using a PRF blend having an O.N.
close to that of the sample fuels to be rated.
• Determine the fuel level for maximum K.I., adjust the detonation meter, METER
READING dial to produce a knock meter reading of 50 6 2 divisions, and record
this value.

• Sample Fuel:

• Introduce the sample fuel to the carburettor, purge the fuel system and, if
applicable, the sight glass and float reservoir by opening and then closing
the sight glass drain valve several times and observing that there are no
bubbles in the clear plastic tubing between the float reservoir and the
sight glass.
• Operate the engine on sample fuel. If the engine knock changes
drastically and results in either a very low or very high knock meter
reading, adjust cylinder height in the proper direction to re-establish a
mid-scale knock meter reading. This shift in O.N. level may require
establishing standard K.I. with a different PRF blend whose O.N. can be
estimated from the guide table for the cylinder height reading that has just
been determined.

27
 • Adjust the cylinder height to cause a mid-scale knock meter reading for
the sample fuel. 15.6.4 Determine the fuel level for maximum K.I. One
approach is to first lower the fuel level (float reservoir assembly) and then
raises it in small increments (0.1 sight glass divisions or less) until the
knock meter reading peaks and begins to fall off. Reset the float reservoir
to the fuel level that produces the maximum knock meter reading.
• Adjust the cylinder height so that the knock meter reading is within 62
divisions of the standard K.I. reading recorded for the applicable PRF
blend.
• Allow equilibrium to occur, and if necessary, make any slight adjustment
in cylinder height to obtain a valid standard K.I. reading. Do not extend
the operating time beyond approximately 5 min as measured from the
time at which the fuel level setting is finalized.
• Upset engine equilibrium by opening the sight glass drain valve
momentarily to cause the fuel level to fall and any trapped vapour
bubbles to be removed. After closing the drain valve, observe that the
knock meter reading returns to the previous value. If the knock meter
reading does not repeat within 61 divisions, readjust the cylinder height to
obtain the standard K.I. value for the applicable PRF blend and when
equilibrium is achieved, repeat the fuel level upset check for repeatability
of readings.
• Read and record the compensated digital counter reading.
• Convert the compensated digital counter reading to O.N. using the
appropriate guide table.
• Repeat Reading:
• Check standard K.I. by operation on the PRF blend at the compensated
digital counter reading for the O.N. of this blend. If the knockmeter
reading is within 63 divisions of the original reading, record the value and
switch back to the sample fuel. If the knock meter reading is outside the
63 division limit, standard K.I. must be reset before again rating the
sample fuel.

28
 • Check the sample fuel by adjusting the cylinder height so that the knock
meter reading is within 62 divisions of the standard K.I. reading recorded
for the PRF blend and convert the compensated digital counter reading to
O.N. using the appropriate guide table.
• The averages of the two sample fuel O.N. results constitute a rating
provided the difference between them is no greater than 0.3 O.N.
• Checking PRF Limit Compliance:
• The average O.N. of the sample fuel is acceptable if it does not differ
from the O.N. of the PRF used to establish standard K.I., by more than
the value in Table 4.
• When the O.N. difference between the sample fuel and the PRF exceeds
the limits in Table 4, check standard K.I.
• Testing Sample Fuels of Similar O.N.:
o If the O.N. values of several sample fuels are known to be similar, it is
permissible to determine standard K.I. using an appropriate PRF, rate each of the
sample fuels and then check that the standard K.I. for the PRF is within 61
division of the initial value.
o A check of standard K.I. shall, in any event, be made after every fourth sample
fuel measurement.

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6.4. Samples Results
• The Octane Number of Ethanol – Gasoline blends have been tested using the
CFR engine in Misr Petroleum Co. the blends were 0, 6, 12,and 18 % Ethanol
and the corresponding octane number obtained as following

Composition of Ethanol Octane number

E0 79.3

E6 84

E 12 88.4

E 18 92.4

Table.6 "Sample's Octane Number"

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