This experimental study assesses the influence of ignition timing on emissions from a production four cylinder port injection spark ignition engine. The aim of this research was to evaluate the necessity of ignition timing correction when the regular gasoline vehicle is being adapted for the use of E85 fuel. Tests were conducted in the Alternative Fuels Research Laboratory of Latvia University of Agriculture in December 2013. The engine was fuelled with the ethanol-gasoline blend E85 or the commercial gasoline A95. The engine was tested within a vehicle in a chassis dynamometer in steady state conditions, which resemble driving at 50 km hE-1 and 90 km hE-1. The original engine control unit was replaced with a programmable one. Engine-out and tailpipe exhaust gas samples were taken and analysed with a FTIR-type analyser AVL SESAM. Carbon monoxide (CO), unburned hydrocarbons (HC), nitrogen oxides (NOx), acetaldehyde and unburned ethanol emission volumetric share is presented. CO, HC and acetaldehyde emissions were not affected by variation of the ignition timing within the tested range. NOx and ethanol emissions were reduced with the ignition timing retard. The emissions of CO, HC and NOx were reduced, when the engine was fuelled with the E85 fuel, comparing with the gasoline use. Ignition timing, optimized for the gasoline, was found suitable for the E85 fuel from the emission analyses point.

This paper investigates the effect of fuel bias between the primary and secondary injectors of a staged fuel injection system on the performance of a high output single cylinder spark-ignited internal combustion engine. It is known that staged fuel injection systems are widely used in motorsports applications where high engine speeds are coupled with high power output, therefore, the aim of this study is to evaluate the effect of a secondary fuel injector installed on a Honda CRF450R single cylinder four-stroke gasoline engine. The said engine was equipped with a programmable Performance Electronics PE3-SP0 control unit and a secondary fuel injector identical to that of OE. Power measurements were carried out on a Dynojet-200ix chassis dynamometer in four different modes with altered fuel proportion between injectors, with each measurement being repeated three times. Ambient conditions were monitored with Performance Electronics Pe3Monitor software and the fuel map was adjusted to produce a stable air-fuel ratio. The results were averaged and compared numerically and by coefficient of correlation. It was observed that the data as obtained from the chassis dynamometer software SportDyno 4 contains a lot of noise, both mechanical and electrical in nature, and the changes in power output are highly dependent on engine and equipment temperature. The best results were obtained by using both injectors with fuel proportion biased to the front of the system.