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After reading both linked reports (E20 and E15) it seems that some fielded fuel systems will indeed have trouble using E15 or E20. Others tested, however, showed no problems. So, it seems that there can indeed be non-FFV vehicles that can safely be run with these mid-range E fuels. Given the trend towards higher % ethanol fuels it seems foolish for manufactures not to anticipate and plan for this and equip their cars with proven designs that handle E0, E10, E15 or E20 fuels. Better yet, just proactively implement E85 FFV technology across the product line and be done with it. It can easily be done, just the will to do it is lacking.
HG, the fallacy of all or nothing... ATJ can be part of the solution, it doesn't have to use "all land grown products to supply the wants of all airplane owners and plane users." Increased fuel efficiency, diesel use, hybrid use, all with some biofuels and ATJ can be part of the future solution.
Isn't hydrated ethanol already sold in Brazil for the current fleet (E100)?
The more E15 the better and the more flex fuel cars the better. Better fleet mpg and more biofuels means less $$ is exported and the more $$ stays in the US.
I support CNG, LNG, GTL and BEV. Let's do them all. None are perfect, all are better than gasoline.
HarveyD....If you don't like it, don't buy it. Keep planting the native variety and get the native plant yields.
Go GM. Faster please ! And make them flexible fuel capable while you are at it.
Phase in a mandate for E85 and M85 fuels for all cars and light trucks over a reasonably short time. Re-direct some of the ethanol subsidy to subsidize E85 pump retrofits and mandate E85 pumps for all new construction and remodels. Phase out, over time, corn ethanol and continue the subsidy for cellulosic ethanol. Note: these simple options were not even considered in this study --just rejected as "not going to happen". GM and Ford are increasing the percentages of FFV in their fleets, others not so much. At 11.5 million 100% FFV produced per year, the E85 capable fleet numbers would increase dramatically with these mandates in a short time. Compared to the current mandate of dramatically higher CAFE which will greatly increase vehicle costs (and I support), these small and relatively cheap steps could be easily done.
What I really care about is using less gasoline/oil. The Volt technology works for me. My commuting would be all-electric and my occasional longer than 40 mile trip is possible using the gas engine in CS mode with good milage. The Volt has been well tested and the engineers seem confident its robustness. Further development of the concept and technology continue with future generations and models on the way. Why all the negativity? So it is not for may be fine for others. So Volt generation 1 is not econobox cheap...there will be more refined and cheaper generations to follow. With BEV and further Volt and Prius developments to come there is excitement in the air!
Reel$$: The article is confusing. Is it 2000% more energy for recycled glass than virgin glass or 2000% more energy for virgin glass than recycled aluminum? I am guessing the latter....
Aviation diesel engines are very unlikely to replace turbines for high powered applications in helicopters and commuter-category aircraft. There are limited examples of certificated diesel engines (SMA is one, for example, 230 hp) and they are for low powered applications. Continental Motors also has plans to offer a FAA certificated diesel engine in 2012 using SMA technology (180 to 250 hp), again relatively low powered. DeltaHawk has been developing 2-stroke diesels for about 15 yrs. for the experimental aircraft market and has yet to get FAA certification. Reliability is also a factor favoring the use of turbines. Would you want to be in a diesel helicopter? Better practice autorotations....
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May 16, 2010