SwRI 11657

FUEL COMPOSITION TESTING USING DDC SERIES

50G NATURAL GAS ENGINES

Prepared By
Michael D. Feist

Final Report

Prepared For
Southern California Gas Company
555 West Fifth Street
Los Angeles, CA 90013

August 2006

SOUTHWEST RESEARCH INSTITUTE

P.O. Drawer 28510 6220 Culebra Road
San Antonio, Texas 78228-0510

FUEL COMPOSITION TESTING USING DDC SERIES

50G NATURAL GAS ENGINES
Prepared By
Michael Feist

Final Report
Prepared for
Southern California Gas Company
555 West Fifth Street
Los Angeles, CA 90013

August 2006
Prepared by:

Reviewed by:

______________________________
Michael D. Feist,
Research Engineer
Department of Engine and Emissions
Research

_________________________________
Terry L. Ullman,
Assistant Director of Research
Department of Engine and Emissions
Research

Approved by:

______________________________
Daniel W. Stewart,
Director of Research
Department of Engine and Emissions Research

DEPARTMENT OF ENGINE AND EMISSIONS RESEARCH

ENGINE, VEHICLE, AND EMISSIONS RESEARCH DIVISION
This report shall not be reproduced, except in full, without the written approval of Southwest Research Institute. Results and
discussion given in this report relate only to the test items described in this report.

FOREWORD
The work covered by this final report was performed for Southern California Gas
Company (So Cal Gas) in response to SwRI Proposal 03-43390A, dated July 5, 2005. The
purpose of this project was to evaluate engine performance and emission levels of Detroit Diesel
Corporation (DDC) Series 50G MK and Series 50G TK engines when operated on natural gas
blends of varying methane number (MN).
The testing process for this project included determining the presence of engine knock, as
well as characterizing emission levels using transient emission measurement procedures
developed by the EPA for heavy-duty highway engines. The methane number of the natural gas
blends ranged from MN 65 to MN 89. When possible, both high and low Wobbe Index blends
were tested at each methane number.
This project was performed by the Department of Engine and Emissions Research in the
Engine, Vehicle, and Emissions Research Division of SwRI, under the supervision of Mr.
Christopher A. Sharp, Manager of the Diesel Technology Section. The SwRI project leader, Mr.
Michael D. Feist, Research Engineer, was supported by Mr. Kevin Hohn, Engine Operator, and
Mr. Keith Echtle, Laboratory Supervisor. The So Cal Gas point of contact for this work was Mr.
Mike Landau.

Report 11657

ii

TABLE OF CONTENTS
Page

FOREWORD ................................................................................................................................. ii
LIST OF FIGURES ...................................................................................................................... iv
LIST OF TABLES ..........................................................................................................................v
1.0 INTRODUCTION ....................................................................................................................1
2.0 TECHNICAL APPROACH ....................................................................................................2
2.1 Test Engines ...................................................................................................................... 2
2.2 Fuel ................................................................................................................................... 3
2.3 Test Procedure .................................................................................................................. 5
3.0 RESULTS .................................................................................................................................8
3.1 Knock Testing ................................................................................................................... 8
3.2 Emission and Performance Results ................................................................................... 8
4.0 SUMMARY............................................................................................................................22

No. of Pages

Appendix
A

Torque and Power Maps for DDC Series 50G TK and MK Engines........................... 2

Summarized Emission Results for a DDC Series 50G TK Engine .............................. 3

Summarized Emission Results for a DDC Series 50G MK Engine ............................. 2

Detailed Emission Results for a DDC Series 50G TK Engine ................................. 120

Detailed Emission Results for a DDC Series 50G MK Engine .................................. 64

Report 11657

iii

LIST OF FIGURES
Figure

Page

TK Engine Installed in a Transient Test Cell .....................................................................3

2
3
4
5
6

MK Engine Installed in a Durability Test Cell ..................................................................3

MK Engine Installed in a Transient Test Cell ...................................................................3
MK Engine and Oxidation Catalyst ...................................................................................3
Emissions Measurement Sampling System Schematic ......................................................7
Average Lambda for a DDC Series 50G TK Engine what Operated over a HotStart Transient Test Cycle Using Various Fuel Blends .....................................................9
Average Lambda for a DDC Series 50G MK Engine when operated over a HotStart Transient Test Cycle Using Various Fuel Blends ....................................................11
Continuous Lambda and torque Trace for a DDC Series 50G TK and MK Engine
when Operated During a Hot-Start Transient Test Cycle .................................................11
Non-Motoring Lambda for a DDC Series 50G MK Engine When Operated
During a Hot-Start Transient Test Cycle ...........................................................................12
Integrated Cycle and Reference Work for a DDC Series 50G TK Engine when
Operated over a Hot-Start Transient Test Cycle Using Various Fuel Blends ..................12
Integrated Cycle and Reference Work for a DDC Series 50G MK Engine when
operated over a Hot-Start Transient Test Cycle Using Various Fuel Blends ...................13
Average Hot-Start Brake-Specific NOx Emissions from a DDC Series 50G TK
Engine when Operated when Operated on Various Fuel Blends.......................................15
Average Hot-Start Brake-Specific NOx Emissions Versus Lambda for a DDC
Series 50G TK Engine when Operated on Various Fuel Blends ......................................16
Average Hot-Start Brake-Specific NOx Emissions for a DDC Series 50G MK
Engine when Operated on Various Fuel Blends ...............................................................17
Average Hot-Start Brake-Specific THC Emissions for a DDC Series 50G TK
Engine when Operated on Various Fuel Blends ...............................................................18
Average Hot-Start Brake-Specific THC Emissions for a DDC Series 50G MK
Engine when Operated on Various Fuel Blends ...............................................................18
Average Hot-Start Brake-Specific NMHC Emissions for a DDC Series 50G TK
Engine when Operated on Various Fuel Blends ...............................................................19
Average Hot-Start Brake-Specific NMHC Emissions for a DDC Series 50G MK
Engine when Operated on Various Fuel Blends ...............................................................20
Composite Brake-Specific NOx + NMHC Emissions for a DDC Series 50G TK
Engine when Operated on Various Fuel Blends ...............................................................21
Composite Brake-Specific NOx + NMHC Emissions for a DDC Series 50G MK
Engine when Operated on Various Fuel Blends ...............................................................21

7
8
9
10
11
12
13
14
15
16
17
18
19
20

Report 11657

iv

LIST OF TABLES
Table

Page

Natural Gas Fuel Blends Tested Using a DDC Series 50G TK Engine ...........................4

2
3

Natural Gas Fuel Blends Tested Using a DDC Series 50G MK Engine ..........................5
Scope of Testing to Evaluate Low Methane Number Natural Gas Using DDC
Series 50G Engines ..........................................................................................................6
FTP Transient Composite Emission Results for a DDC Series 50G TK Engine
Using Various Natural Gas Fuel Blends ........................................................................14
FTP Transient Composite Emission Results for a DDC Series 50G MK Engine
Using Various Natural Gas Fuel Blends ........................................................................14

4
5

Report 11657

1.0

INTRODUCTION

This report summarizes engine performance and emission levels of Detroit Diesel
Corporation (DDC) Series 50G MK and TK engines run on various low methane number (MN)
natural gas blends. Engine knock was evaluated with each blend prior to performing transient
emission tests. This evaluation was performed by operating the engine at various high load
points and monitoring the electronic knock detection system of the engine as well as the torque
feedback signal from the dynamometer system.
Emissions testing adhered to the Code of Federal Regulations (CFR), Title 40, Part 89.
For each blend, one cold-start and three hot-start heavy-duty transient FTP cycles were run.
Measurements for each transient cycle included oxides of nitrogen (NOx), carbon monoxide
(CO), carbon dioxide (CO2), total hydrocarbon (HC), exhaust particulate matter (PM), methane
(CH4), and non-methane hydrocarbon (NMHC).
Fifteen natural gas blends were tested with the DDC Series 50G TK engine, while eight
fuel blends were tested with the Series 50G MK engine. Blends for both engines ranged from
MN 65 to MN 89, both high and low Wobbe Index.

REPORT 11657

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2.0

TECHNICAL APPROACH

This section of the report contains a description of the test articles, fuel blends, and
measurement procedures used in this program to characterize performance and emission levels of
the engines.
2.1

Test Engines

The Detroit Diesel Corporation Series 50G TK engine shown in Figure 1, which was
tested during this program, was supplied by So Cal Gas. This engine required several parts and
repairs before it was operational. These included an exhaust oxygen sensor, a knock sensor, an
ignition module, an exhaust manifold, and a fuel temperature sensor. Also, the TK engine
control module (ECM) was not retaining the air fuel ratio (AFR) learn table when the engine was
shut down. This caused the incorrect AFR table to be used when the engine was restarted. SwRI
supplied an ECM that was reprogrammed with the correct program and calibration files.
A Series 50G MK engine, shown in Figures 2 through Figure 4, was loaned to SwRI for
use during this project by Detroit Diesel Corporation. This engine is designed to operate with an
oxidation catalyst, which was supplied by So Cal Gas. The unused catalyst was de-greened by
operating the MK engine at maximum power for 10 hours. At the completion of the de-greening
process, it was evident the engine was using oil. Stewart and Stevenson was contracted to
rebuild the MK engine, replacing the worn cylinder liners and pistons.
After being rebuilt, the MK engine was installed at SwRI in a durability test cell for a
125-hour break-in procedure. The engine was run through a series of steady-state points
recommended by DDC for the first two hours of operation. The oil was then changed and the
remaining 123 hours of operation was performed at maximum power. At the completion of the
break-in procedure, the MK engine was installed in a transient capable test cell for knock and
emission testing.
Typically used in bus applications, both of these inline 4-cylinder natural gas engines had
a rated maximum power output of 275 hp, and a peak torque of 890 lb-ft. Both spark ignited
engines had a displacement of 8.5 L and were turbocharged, intercooled, and electronically
controlled.

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FIGURE 1. TK ENGINE INSTALLED IN A

TRANSIENT TEST CELL

FIGURE 3. MK ENGINE INSTALLED IN A

TRANSIENT TEST CELL

2.2

FIGURE 2. MK ENGINE INSTALLED IN A

DURABILITY TEST CELL

FIGURE 4. MK ENGINE AND OXIDATION

CATALYST

Fuel

The fuel for initial engine run-in and diagnostic efforts was natural gas from a
commercial pipeline. The pipeline gas was approximately 95 percent methane by volume, with
the balance being ethane, propane, nitrogen, and carbon dioxide. SwRI transported this gas to
the dynamometer test cell in a pressure vessel containing approximately 13,000 scf of gas at
3,000 psig. During the 125-hour break-in procedure for the Series 50G MK engine, pipeline
natural gas was available at the durability test cell and supplied directly to the engine.

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Natural gas blends of varying methane number and Wobbe Index where produced by
SwRI, as specified by Southern California Gas Company. Each custom fuel was blended in a
pressure vessel containing approximately 7,000 scf of gas at 3,000 psig. The composition of the
blends were analyzed using a Hewlett Packard Micro-GC as per ASTM D1945. The fifteen
natural gas blends tested with the DDC Series 50G TK engine are listed in Table 1, while the
eight blends tested with the MK engine are listed in Table 2.

TABLE 1. NATURAL GAS FUEL BLENDS TESTED USING

A DDC SERIES 50G TK ENGINE

Fuel #

Methane
(%)

Ethane
(%)

Propane
(%)

Nitrogen
(%)

1177 / 1067

12-TK

74.0

16.0

5.6

4.3

1388

1155 / 1046

13-TK

76.2

14.6

4.8

4.3

66.9

1396

1160 / 1050

14-TK

76.7

14.6

4.8

3.8

68.3

1384

1145 / 1037

8-TK

78.0

13.0

4.8

4.1

68.5

1393

1151 / 1042

9-TK

78.5

13.1

4.8

3.5

70.6

1371

1126 / 1019

10-TK

79.6

11.7

4.3

4.3

70.4

1398

1145 / 1036

11-TK

80.7

11.9

4.5

2.8

72.1

1368

1117 / 1011

1-TK

81.0

10.5

4.3

4.1

72.0

1400

1139 / 1031

2-TK

82.3

10.9

4.3

2.3

74.2

1391

1125 / 1018

15-TK

83.3

10.9

3.4

2.4

75.7

1357

1096 / 991

3-TK

83.2

9.1

3.6

4.0

75.2

1400

1126 / 1018

4-TK

84.7

9.9

3.5

1.7

79.1

1347

1078 / 974

5-TK

84.6

8.8

2.5

4.0

79.9

1397

1107 / 1000

6-TK

87.6

8.8

2.4

1.1

87.6

1325

1039 / 938

7-TK

89.5

4.3

2.2

4.0

Methane
Number

Wobbe
Index

HHV/LHV
(BTU/scf)

64.3

1400

66.8

Notes:
Fuel number 7-TK is CARB specification emission test fuel.
All blends are volume based.

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TABLE 2. NATURAL GAS FUEL BLENDS TESTED USING

A DDC SERIES 50G MK ENGINE

Fuel #

Methane
(%)

Ethane
(%)

Propane
(%)

Nitrogen
(%)

1173 / 1063

1-MK

74.4

16.1

5.2

4.2

1385

1143 / 1035

2-MK

78.5

13.0

4.6

3.9

69.8

1390

1143 / 1035

3-MK

79.4

13.1

4.1

3.4

72.4

1367

1116 / 1010

4-MK

81.3

10.3

4.3

4.1

73.4

1395

1131 / 1023

5-MK

83.1

10.7

3.8

2.3

79.2

1349

1079 / 975

6-MK

84.7

8.8

2.4

3.9

78.4

1403

1116 / 1008

7-MK

86.7

9.7

2.5

1.0

88.1

1332

1042 / 940

8-MK

90.0

4.3

2.1

3.6

Methane
Number

Wobbe
Index

HHV/LHV
(BTU/scf)

64.8

1399

68.9

Notes:
Fuel number 8-MK is CARB specification emission test fuel.
All blends are volume based.

The knock resistance of the fuel blends was expressed by the MN of the natural gas. The
methane number of the fuel blends was calculated using the California Air Resources Board
(ARB) mathematical method. The Wobbe Index is a measure of the interchangeability of the
fuel and was calculated by dividing the higher heating value by the relative density of the fuel.
2.3

Test Procedure

Table 3 outlines the test procedure followed for each fuel blend. Prior to testing a new
blend, the AFR table was cleared and repopulated by operating the engine over a matrix of
steady-state speed and load points. The next step was to operate the engine at wide open throttle
(WOT) over a series of steady-state speeds to look for the occurrence of engine knock, or auto
ignition. During this operation, several knock detection signals from the engine control unit
(ECU) were monitored to determine the presence of knock. In addition, the feedback torque
signal from the dynamometer torque meter was monitored for noticeable perturbations from the
mean torque value. This process was repeated while varying the engine inlet air temperature
from 65 to 90F and maintaining the inlet air dew point at approximately 58F.

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TABLE 3. SCOPE OF TESTING TO EVALUATE LOW METHANE NUMBER

NATURAL GAS USING DDC SERIES 50G ENGINES
Step

3
4
5

Test Procedure for Each Fuel and Each Engine

After switching to a new gas supply, clear the AFR learn table, warm the
engine, run AFR learn-cycle, and perform a two-point power validation.
o Monitor knock detection signal from engine, engine power levels,
and torque meter trace for signs of auto ignition.
Operate engine at WOT and nominal SET speeds A, B, and C. Vary the
inlet air temperature from 65 to 90 degF.
o Monitor knock detection signal from engine, engine power levels,
and torque meter trace for signs of auto ignition.
Generate an engine torque map.
o Monitor knock detection signal from engine, engine power levels,
and torque meter trace for signs of auto ignition.
Perform practice transient cycles to obtain transient statistics and condition
the sampling systems.
Following an overnight soak, perform one cold-start and three hot-start
heavy duty transient FTP tests measuring HC, NMHC, CO, NOx, and PM.

Notes:
If the engine produces noticeable knock during any step, discontinue testing and move
on to the next fuel blend.

Provided the engine produced no noticeable sign of knock, transient emission tests were
performed. Emissions testing included one cold-start and three hot-start heavy-duty transient
FTP cycles for each fuel blend. Using dilute measurement techniques, the emission of total
hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate matter
(PM) were measured for each test. The experimental setup shown schematically in Figure 5 was
used to measure full-flow dilute exhaust emissions over the transient tests. Methane (CH4) levels
were measured by analyzing proportional bag samples of the CVS-diluted exhaust using a Gas
Chromatograph (GC) FID analyzer. Non-methane hydrocarbon (NMHC) was expressed as the
difference between measured HC and CH4 levels. NMHC levels were adjusted for FID response
as appropriate.
The total hydrocarbons were measured using continuous sampling techniques with a
heated flame ionization detector (HFID). The NOx levels were measured continuously using a
chemiluminescent analyzer. The PM level for each test was determined using dilute sampling
techniques that collected particulate matter on T60A20 Pallflex filter media. Each filter was
weighed before and after sampling to establish the mass accumulated for the given emissions
test.

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NOx
Analyzer
HC
Analyzer
Mixing
Orifice

Positive Displacement
Pump (PDP)

10 Diameters

Filter
Pack
Dilution
Air

Sample
Zone
Heat Exchanger

Exhaust
Pipe

CO, CO2
Sample Bag

CO, CO2, HC, and NOx

Background Bag

Sample PM
Exhaust Aftertreatment

Gas Meter
Pump
Bag Sample
Gas Analyzer

Engine

Sample Line
Heated Line
90mm PM Filters

FIGURE 5. EMISSIONS MEASUREMENT SAMPLING SYSTEM SCHEMATIC

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3.0 RESULTS
This section of the report summarizes knock and emission results for the project.
Summary tables of the emission results for each blend can be found in Appendix B for the TK
engine and Appendix C for the MK engine. Detailed emission results for each test can be found
in Appendix D for the TK engine and Appendix E for the MK engine.
3.1

Knock Testing

The MK engine showed no sign of knock when tested with the fuels listed in Table 2.
The TK engine showed no sign of knock with any fuel blend listed in Table 1 except for Blend
2-TK (methane number 73, high Wobbe). The knock signals from the engine showed slight
activity when the TK engine was run at maximum power with Blend 2-TK; however, the knock
signal was intermittent, and it did not cause the performance of the engine to deteriorate.
After testing Blends 1-TK through 14-TK, So Cal Gas elected to re-blend and retest MN
73, high Wobbe fuel (Blend 15-TK). The second blend of MN 73, high Wobbe fuel showed no
sign of knock.
The absence of knock behavior during this screening indicates that it is likely that these
fuels might be used without resulting in damage to the engine. However, actual test stand
durability tests or in use testing would need to be performed to verify the durability of the engine
when operated on the various fuel blends. For example, due to the laboratory water-to-air
intercooler system, varying the inlet temperature of the intake air had little affect on the intake
manifold air temperature. The intake manifold temperature remained close to the 112F set point
regardless of the set point of the intake air temperature. Also, the absolute intake air humidity
level was held constant throughout the test process. Therefore, the knock evaluation was
performed under a narrow range of engine operating conditions.
3.2

Emission and Performance Results

The DDC Series 50G engines are designed and calibrated to run lean. Running an air-tofuel ratio (AFR) significantly leaner than stoichiometric reduces peak combustion temperatures,
and therefore, reduces the emission of nitrogen oxides (NOx). Another method used to lower
combustion temperature is delayed or retarded ignition timing. A drawback to running lean and
with delayed ignition timing is that the power output of the engine can be compromised.
The DDC TK engine has an active AFR learning process based on feedback from a wideranging oxygen sensor. The purpose of this learning process is to compensate for varying gas
compositions and different engine operating conditions, and to continually correct the AFR of
the engine to maintain the desired lambda. Lambda is the ratio of the measured AFR over the
stoichiometric AFR. Values less than one indicate the engine is running rich, while values
greater than one indicate the engine is running lean. However, the AFR learning process is
limited, and only able to correct lambda in a lean direction by a limited amount. This is done to
prevent lean misfire which would result in poor engine operation.

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The AFR learn table for the TK engine was generally saturated at the maximum lean
offset for each fuel blend, indicating the TK engine was not able to correct the AFR to the
desired value. Therefore, the AFR of the TK engine was driven by the composition of the
different gas blends. The MK engine AFR learn table had a mix of both positive and negative
values, none of which were at the maximum lean or rich offset values. This indicated the MK
engine was able to maintain the desired AFR for each fuel blend, based on feedback from the
oxygen sensor.
When run on low methane number and high Wobbe gas blends, the AFR of the DDC
Series 50G TK engine decreased and the engine operated with a slightly richer combustion
mixture than intended. Shown in Figure 6 is the average lambda value for the second hot-start
transient test for each fuel blend tested with the TK engine. With low Wobbe gas blends, lambda
decreased as the methane number decreased, indicating the TK engine ran richer with lower
methane number fuels. All high Wobbe gas blends showed a substantial decrease in lambda
regardless of methane number with the TK engine.

High Wobbe

1400 Wobbe

1368 Wobbe

1398 Wobbe

1371 Wobbe

1393 Wobbe

1.3

1384 Wobbe

Lambda

1.32

1396 Wobbe

1400 Wobbe

1.34

1388 Wobbe

1.36

1400 Wobbe

1357 Wobbe

1.38

1.28

1397 Wobbe

1347 Wobbe

Low Wobbe

1325 Wobbe

1.4

1.26
1.24
1.22
1.2
65

67

69

71

73

76

80

Methane Number

FIGURE 6. AVERAGE LAMBDA FOR A DDC SERIES 50G TK ENGINE

WHEN OPERATED OVER A HOT-START TRANSIENT
TEST CYCLE USING VARIOUS FUEL BLENDS

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89

As shown in Figure 7, the MK engine did not show an obvious trend when lambda was
compared to the methane number or Wobbe Index of the fuel. This is another indication the MK
engine was able to maintain the desired AFR with each fuel blend. The calculated average
lambda value for the MK engine was greater then the average value for the TK engine during the
transient test. The MK engine closes the gas valve and stops fuel delivery to the engine during a
motoring event, causing the AFR of the MK combustion mixture to increase dramatically. As
seen in Figure 8, the lambda value for the TK engine remained relatively constant during positive
torque operation, as well as for negative torque operation (motoring). The MK engine, on the
other hand, saturated the lambda sensor to a value of 5.6 during motoring events, indicating the
combustion mixture was mostly air.
Shown in Figure 9 is the average lambda values for the MK engine when recalculated
using only values less then 1.8. Lambda was recalculated to insure an AFR trend was not being
overlooked using the complete lambda data set. The average MK engine lambda of 1.28
indicates the MK engine may have been operating slightly richer then the TK engine during nonmotoring events throughout the project.
As lambda decreases and the AFR of the engine is closer to stoichiometric, the power
output of the engine increases. This is due to the oxidation of more fuel, higher combustion
temperatures, and increased cylinder pressures. Figure 10 shows the actual work performed by
the TK engine during the second hot-start transient test for each gas blend as well as the
reference work for the cycle. It is evident in Figure 6 and Figure 10, that the AFR of the engine
directly affects engine performance. As lambda decreases, the power output of the engine
increases. As shown in Figure 11, the MK engine did not show a trend when cycle work or
reference work was compared with MN or Wobbe Index. The MK engine produced slightly
more power than the TK engine on all gas blends. Torque and power maps for each blend can be
found in Appendix A, while the actual and reference work for each test can be found in
Appendix B and C.

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1.95
Low Wobbe

High Wobbe

1332 Wobbe

1403 Wobbe

1349 Wobbe

1395 Wobbe

1367 Wobbe

1385 Wobbe

1399 Wobbe

1.85

1390 Wobbe

1.9

Lambda

1.8

1.75

1.7

1.65

1.6
65

69

73

80

89

Methane Number

FIGURE 7. AVERAGE LAMBDA FOR A DDC SERIES 50G MK ENGINE

WHEN OPERATED OVER A HOT-START TRANSIENT
TEST CYCLE USING VARIOUS FUEL BLENDS
TK Lambda

MK Lambda
6

800

600

400

200

Torque (lb-ft)

1000

-200

Lambda

Torque (feedback)

0
60

62

64

66

68

70

72

74

76

78

80

Time (s)

FIGURE 8. CONTINUOUS LAMBDA AND TORQUE TRACE FOR A DDC

SERIES 50G TK AND MK ENGINE WHEN OPERATED DURING A
HOT-START TRANSIENT TEST CYCLE
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1.6
Low Wobbe

High Wobbe

1332 Wobbe

1403 Wobbe

1349 Wobbe

1367 Wobbe

1395 Wobbe

1.3
Lambda

1385 Wobbe

1399 Wobbe

1.4

1390 Wobbe

1.5

1.2

1.1

0.9

0.8
65

69

73

80

89

Methane Number

FIGURE 9. NON-MOTORING LAMBDA FOR A DDC SERIES

50G MK ENGINE WHEN OPERATED DURING
A HOT-START TRANSIENT TEST CYCLE
22.0
Actual Low Wobbe

Reference Low Wobbe

Actual High Wobbe

Reference High Wobbe

21.5

Cycle Work (hp-hr)

21.0

20.5

20.0

19.5

19.0

18.5

18.0
MN 65

MN 67

MN 69

MN 71

MN 73

MN 76

MN 80

MN 89

Methane Number

FIGURE 10. INTEGRATED CYCLE AND REFERENCE WORK FOR A DDC

SERIES 50G TK ENGINE WHEN OPERATED OVER A HOT-START
TRANSIENT TEST CYCLE USING VARIOUS FUEL BLENDS
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24.5

Actual Low Wobbe

Reference Low Wobbe

Actual High Wobbe

Reference High Wobbe

24.0

Cycle Work (hp-hr)

23.5

23.0

22.5

22.0

21.5

21.0

20.5
MN 65

MN 69

MN 73

MN 80

MN 89

Methane Number

FIGURE 11. INTEGRATED CYCLE AND REFERENCE WORK FOR A DDC

SERIES 50G MK ENGINE WHEN OPERATED OVER A HOT-START
TRANSIENT TEST CYCLE USING VARIOUS FUEL BLENDS
Another factor that may have impacted engine performance was the flame speed of the
fuel blend. Fuels with faster burn rates effectively advance the ignition timing of the engine.
This causes higher in-cylinder pressures and temperatures. The flame speed is dependant on
both the composition of the natural gas fuel, and the amount of dilution in the combustion
mixture. Fuels with higher concentrations of ethane and propane have higher flame speeds. As
the methane number of the fuel decreases, the concentrations of ethane and propane increase.
Dilution of the combustion mixture is dependant on the amount of inert material in the fuel as
well as the inert material from the excess air. Fuels with more inert material have slower burn
rates, as do leaner combustion mixtures, due to increased dilution. High Wobbe Index fuel
blends have less inert material than low Wobbe blends.
Tables 4 and 5 show the composite brake-specific emission results for one cold-start and
one hot-start heavy-duty transient FTP cycles for each fuel blend. The composite results
combine the results from the cold-start test and the first hot-start test, using the one-seventh coldstart and six-sevenths hot-start weighting specified in the CFR. Additional hot-start tests were
run to determine the repeatability of the test process. Results from each test can be seen in
Appendix B through E.

REPORT 11657

13 of 22

TABLE 4. FTP TRANSIENT COMPOSITE EMISSION RESULTS FOR A DDC SERIES

50G TK ENGINE USING VARIOUS NATURAL GAS FUEL BLENDS
Methane

Wobbe

Blend

Number
65
67
67
69
69
71
71
73
73
76
76
80
80
89

Index
High
Low
High
Low
High
Low
High
Low
High
Low
High
Low
High
Low

ID
12-TK
13-TK
14-TK
8-TK
9-TK
10-TK
11-TK
1-TK
2-TK
3-TK
4-TK
5-TK
6-TK
7-TK

Composite Brake-Specific Emissions, g/hp-hr

BSHC
1.59
1.65
1.70
1.76
1.66
1.86
1.64
2.15
1.68
2.37
1.81
2.56
1.77
2.92

BSCH4
1.04
1.16
1.16
1.27
1.18
1.39
1.26
1.59
1.19
1.88
1.41
2.08
1.50
2.70

BSNMHC
0.54
0.49
0.54
0.50
0.48
0.47
0.38
0.57
0.49
0.49
0.40
0.48
0.27
0.22

BSCO
2.09
2.02
2.09
2.00
2.11
1.99
2.09
2.05
2.28
2.00
2.10
1.96
2.09
1.86

BSNOx
4.48
3.90
4.01
3.23
3.89
2.77
4.08
2.27
4.91
1.93
3.81
1.55
3.33
1.11

BSPM
0.001
0.000
0.004
0.001
0.001
0.001
0.001
0.001
0.002
0.002
0.001
0.003
0.001
0.001

BSCO2
510
513
513
505
515
519
514
532
516
536
523
552
508
528

TABLE 5. FTP TRANSIENT COMPOSITE EMISSION RESULTS FOR A DDC SERIES

50G MK ENGINE USING VARIOUS NATURAL GAS FUEL BLENDS
Methane

Wobbe

Blend

Number
65
69
69
73
73
80
80
89

Index
High
Low
High
Low
High
Low
High
Low

ID
1-MK
2-MK
3-MK
4-MK
5-MK
6-MK
7-MK
8-MK

Composite Brake-Specific Emissions, g/hp-hr

BSHC
1.03
1.12
1.18
1.35
1.25
1.66
1.39
2.05

BSCH4
1.00
1.11
1.11
1.32
1.24
1.66
1.38
2.05

BSNMHC
0.02
0.01
0.07
0.02
0.00
0.01
0.00
0.00

BSCO
0.00
0.00
0.03
0.00
0.01
0.01
0.01
0.01

BSNOx
5.15
4.39
4.25
3.83
4.31
3.31
4.57
2.73

BSPM
0.002
0.002
0.003
0.004
0.005
0.004
0.002
0.002

BSCO2
536
528
497
512
523
524
515
520

Particulate and carbon monoxide (CO) emissions with the TK and MK natural gas
engines were low, as expected. Due to the use of an oxidation catalyst with the MK engine, the
emission of CO was near zero with all fuel blends. Emission of CO and PM showed little
variation with the different gas blends for both the TK and MK engines.
With the TK engine, the emission of CO2 decreased with high Wobbe and low MN gas
blends. The MK engine, however, showed little change in CO2 with regard to Wobbe Index and
slightly increased with lower MN gas blends.
NOx emission levels for both engines were similarly affected by the compositions of the
different gas blends. Figure 12 shows the MK engine average hot-start brake-specific NOx
emission results for the various gas blends. With low Wobbe gas blends, NOx levels increased as
methane number decreased. The high Wobbe gas blends had high NOx emission regardless of
the methane number of the fuel. NOx levels are highly dependant on combustion temperature,
which is driven by the AFR and flame speed of the mixture. In comparing Figure 6, the average
REPORT 11657

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TK engine lambda value during a hot-start test, with Figure 12, it is evident that the AFR of the
engine notably affected NOx emission from the TK engine. All high Wobbe TK gas blends
caused lambda to decrease and NOx levels to increase. Low Wobbe TK gas blends showed a
trend of decreasing lambda with decreasing methane number. A similar trend was observed with
the TK engine as NOx levels showed an increasing trend with decreasing methane number. As
shown in Figure 13, NOx levels decreased as lambda increased.

6
Low Wobbe

High Wobbe

NOx (g/hp-hr)

0
MN 65

MN 67

MN 69

MN 71

MN 73

MN 76

MN 80

MN 89

Methane Number

FIGURE 12. AVERAGE HOT-START BRAKE-SPECIFIC NOx EMISSIONS

FOR A DDC SERIES 50G TK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS

REPORT 11657

15 of 22

4.50

4.00

3.50

NOx (g/hp-hr)

3.00

2.50

2.00

1.50

1.00

0.50

0.00
1.29

1.3

1.31

1.32

1.33

1.34

1.35

1.36

1.37

Lambda

FIGURE 13. AVERAGE HOT-START BRAKE-SPECIFIC NOx EMISSIONS VERSUS

LAMBDA FOR A DDC SERIES 50G TK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS
Curiously, the MK engine showed no noticeable trend when lambda was compared to the
MN and Wobbe Index of the gas blends, however, the emission of NOx from the MK engine
showed trends similar to the TK engine. As seen in Figure 14, high Wobbe blends caused an
increase in NOx emission. Low Wobbe blends progressed toward increased NOx emission as the
methane number of the fuel decreased. A possible explanation for this behavior is the increased
flame speed of the high Wobbe and low MN blends and subsequent increase in cylinder pressure
and temperature.

REPORT 11657

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6
Low Wobbe

High Wobbe

NOx (g/hp-hr)

0
MN 65

MN 69

MN 73

MN 80

MN 89

Methane Number

FIGURE 14. AVERAGE HOT-START BRAKE-SPECIFIC NOx EMISSIONS

FOR A DDC SERIES 50G MK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS
Figures 15 and 16 show the average hot-start emission results for total hydrocarbon
(THC) for the TK and MK engines. Again, the TK and MK engines produced a similar trend
when THC was compared with the MN and Wobbe Index of the gas blends. With low Wobbe
fuel blends, THC levels decreased as methane number decreased. High Wobbe blends showed
lower THC levels regardless of methane number. Again, this trend may be explained by the
combustion temperature of the engines. When running increasing lean, lambda greater then one,
the combustion mixture is further diluted and combustion temperatures are reduced. Because the
air and fuel mixture is not completely homogeneous, pockets of the mixture may be too lean to
burn effectively. This contributes to higher total hydrocarbon emission, as not all of the fuel is
oxidized. As lambda approaches one, combustion temperatures increase and combustion is more
complete. It is important to note that although lambda decreased with high Wobbe and low
methane number fuel blends, the mixture was still lean of stoichiometric. This indicates the
mixture had excess oxygen and allowed more complete combustion of the air and fuel mixture at
lower lambda conditions.

REPORT 11657

17 of 22

3.0
Low Wobbe

High Wobbe

2.5

THC (g/hp-hr)

2.0

1.5

1.0

0.5

0.0
MN 65

MN 67

MN 69

MN 71

MN 73

MN 76

MN 80

MN 89

Methane Number

FIGURE 15. AVERAGE HOT-START BRAKE-SPECIFIC THC EMISSIONS

FOR A DDC SERIES 50G TK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS

2.5
Low Wobbe

High Wobbe

THC (g/hp-hr)

2.0

1.5

1.0

0.5

0.0
MN 65

MN 69

MN 73

MN 80

MN 89

Methane Number

FIGURE 16. AVERAGE HOT-START BRAKE-SPECIFIC THC EMISSIONS

FOR A DDC SERIES 50G MK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS

REPORT 11657

18 of 22

Another factor that may have increased combustion temperatures and aided in more
complete oxidation of the fuel was the gas composition. Low Wobbe Index fuels have increased
diluents, causing slower, cooler combustion. Low methane number fuels have increased
concentrations of ethane and propane, causing increased flame speed and subsequent combustion
temperature increases.
Shown in Figures 17 and 18 are the average hot-start non-methane hydrocarbon (NMHC)
results for the TK and MK engines. Although THC emission levels decreased as methane
number decreased, NMHC increased as methane number decreased with the TK engine.
Typically, the NMHC percentage of THC is similar to the percentage of non-methane material in
the gas blend. As the methane number of the fuel is decreased, the methane concentration is
decreased. Therefore, low methane concentration blends are expected to produce higher NMHC
emission levels.
With oxidation catalyst, the MK engine produced near zero NMHC emission. This
indicates that nearly all of the hydrocarbon emission was methane, which is a non-regulated
emission. Penetration of methane through the oxidation catalyst is expected as methane is not
easily catalytically oxidized, but the catalyst was effective at eliminating non-methane
hydrocarbon as seen in Figure 18.
0.6
Low Wobbe

High Wobbe

0.5

NMHC (g/hp-hr)

0.4

0.3

0.2

0.1

0.0
MN 65

MN 67

MN 69

MN 71

MN 73

MN 76

MN 80

MN 89

Methane Number

FIGURE 17. AVERAGE HOT-START BRAKE-SPECIFIC NMHC EMISSIONS

FOR A DDC SERIES 50G TK ENGINE WHEN OPERATED
ON VARIOUS FUEL BLENDS

REPORT 11657

19 of 22

0.10
Low Wobbe

High Wobbe

NMHC (g/hp-hr)

0.08

0.06

0.04

0.02

0.00
MN 65

MN 69

MN 73

MN 80

MN 89

Methane Number

FIGURE 18. AVERAGE HOT-START BRAKE-SPECIFIC NMHC EMISSIONS FOR A

DDC SERIES 50G MK ENGINE WHEN OPERATED ON VARIOUS FUEL BLENDS

Figures 19 and 20 show the composite brake-specific emission results for each fuel blend.
The composite results were largely driven by NOx emission for both engines. All high Wobbe
gas blends produced higher NOx emission for both the TK and MK engines. With low Wobbe
blends, NOx increased as methane number decreased.

REPORT 11657

20 of 22

6
5.5

Low Wobbe

High Wobbe

NOx+NMCH (g/hp-hr)

4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
MN 65

MN 67

MN 69

MN 71

MN 73

MN 76

MN 80

MN 89

Methane Number

FIGURE 19. COMPOSITE BRAKE-SPECIFIC NOx + NMHC EMISSIONS FOR A DDC

SERIES 50G TK ENGINE WHEN OPERATED ON VARIOUS FUEL BLENDS
5.5
Low Wobbe

High Wobbe

4.5

NOx+NMCH (g/hp-hr)

4
3.5
3
2.5
2
1.5
1
0.5
0
MN 65

MN 69

MN 73

MN 80

MN 89

Methane Number

FIGURE 20. COMPOSITE BRAKE-SPECIFIC NOx + NMHC EMISSIONS FOR A DDC

SERIES 50G MK ENGINE WHEN OPERATED ON VARIOUS FUEL BLENDS
REPORT 11657

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4.0

SUMMARY

DDC Series 50G TK and Series 50G MK engine were tested for engines performance and
emission levels using natural gas blends of various methane number (MN) and Wobbe Index.
The engines showed no sign of knock with any fuel except fuel Blend 2-TK (MN 73, high
Wobbe) with the TK engine. This gas composition was re-blended as fuel Blend 15-TK and
retested with the TK engine. Blend 15-TK showed no sign of knock.
The TK and MK engines showed emission differences when run on the various gas
blends. High Wobbe gas blends produced increased NOx emission with both engines. Low
Wobbe blends showed increased NOx emission as the methane number of the fuel blend
decreased. A possible explanation for these trends include the richening of the combustion
mixture, as the TK engine was not able to maintain the desired AFR with high Wobbe and lower
MN gas blends. Other possible explanations for the increased NOx emission include effectively
advanced ignition timing from higher concentrations of ethane and propane and lower
concentrations of diluents. Each of these factors likely caused increased combustion
temperatures and NOx emission.
With the TK engine, non-methane hydrocarbon emission increased as the MN of the fuel
decreased. The emission of CO showed little variation with the different gas blends. Carbon
dioxide emission decreased with high Wobbe Index and low MN blends with the TK engine.
The MK engine showed near zero emission of NMHC and CO for all fuel blends, while
carbon dioxide emission increased slightly with low MN fuels.
SwRI appreciates the opportunity to perform this testing, and looks forward to meeting
your future emission research needs.

REPORT 11657

22 of 22

APPENDIX A
Torque and Power Maps for
DDC Series 50G TK and MK Engines

1000
12-TK

13-TK

14-TK

8-TK

9-TK

10-TK

11-TK

2-TK

15-TK

3-TK

4-TK

5-TK

6-TK

7-TK

1-TK

900

800

700

Torque (lb-ft)

600

500

400

300

200

100

0
500

700

900

1100

1300

1500

1700

1900

2100

2300

2500

Speed (rpm)

TORQUE MAPS FOR A DDC SERIES 50G TK ENGINE WHEN

OPERATED ON VARIOUS FUEL BLENDS
350
12-TK

13-TK

14-TK

8-TK

9-TK

10-TK

11-TK

2-TK

15-TK

3-TK

4-TK

5-TK

6-TK

7-TK

1-TK

300

Power (hp)

250

200

150

100

50

0
500

700

900

1100

1300

1500

1700

1900

2100

2300

Speed (rpm)

POWER MAPS FOR A DDC SERIES 50G TK ENGINE WHEN

OPERATED ON VARIOUS FUEL BLENDS
A-1

2500

1200
1-MK

2-MK

3-MK

4-MK

5-MK

6-MK

7-MK

8-MK

1000

Torque (lb-ft)

800

600

400

200

0
500

700

900

1100

1300

1500

1700

1900

2100

2300

2500

Speed (rpm)

TORQUE MAPS FOR A DDC SERIES 50G MK ENGINE WHEN

OPERATED ON VARIOUS FUEL BLENDS
350
1-MK

2-MK

3-MK

4-MK

5-MK

6-MK

7-MK

8-MK

300

Power (hp)

250

200

150

100

50

0
500

700

900

1100

1300

1500

1700

1900

2100

2300

Speed (rpm)

POWER MAPS FOR A DDC SERIES 50G MK ENGINE WHEN

OPERATED ON VARIOUS FUEL BLENDS
A-2

2500

APPENDIX B
Summarized Emission Results for
A DDC Series 50G TK Engine

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 12-TK
MN 65
High Wobbe
29-Sep

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.98
1.52
1.59
1.51
1.48

BSCH4
1.28
1.01
1.04
1.01
0.96

BSNMHC
0.70
0.52
0.54
0.51
0.53

BSCO
2.11
2.09
2.09
2.07
2.09

BSNOx
3.43
4.65
4.48
4.86
4.89

BSPM
0.001
0.001
0.001
0.0005
0.001

BSCO2
553
503
510
508
507

hphr
20.69
21.72
21.57
21.51
21.81

hphr
21.22
21.22
21.22
21.22
21.22

Hot Start Ave.

1.51

0.99

0.52

2.08

4.80

0.001

506

21.68

21.22

Hot Start COV

1%

3%

2%

0.3%

3%

15%

1%

N/A

N/A

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.98
1.60
1.65
1.61
1.58

BSCH4
1.41
1.12
1.16
1.14
1.12

BSNMHC
0.58
0.48
0.49
0.47
0.46

BSCO
2.08
2.01
2.02
2.04
2.06

BSNOx
2.98
4.05
3.90
4.24
4.26

BSPM
0.001
0.0002
0.000
0.001
0.0003

BSCO2
542
509
513
506
506

hphr
20.54
21.25
21.15
21.11
21.20

hphr
21.01
21.01
21.01
21.01
21.01

Hot Start Ave.

1.60

1.13

0.47

2.04

4.18

0.001

507

21.19

21.01

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

1%
2.08
1.64
1.70
1.59
1.54

1%
1.44
1.12
1.16
1.09
1.05

2%
0.64
0.52
0.54
0.50
0.49

1%
2.11
2.09
2.09
2.08
2.00

3%
2.88
4.19
4.01
4.38
4.60

84%
0.004
0.004
0.004
0.005
0.004

0.3%
566
504
513
508
498

N/A
20.62
21.24
21.15
21.17
21.48

N/A
20.95
20.95
20.95
20.95
20.95

Hot Start Ave.

1.59

1.09

0.50

2.06

4.39

0.004

503

21.30

20.95

Hot Start COV

3%

3%

4%

2.4%

5%

19%

1%

N/A

N/A

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
2.20
1.69
1.76
1.62
1.52

BSCH4
1.52
1.23
1.27
1.15
1.16

BSNMHC
0.67
0.47
0.50
0.46
0.35

BSCO
2.06
1.98
2.00
2.01
2.02

BSNOx
2.31
3.37
3.23
3.58
3.51

BSPM
0.001
0.001
0.001
0.001
0.0004

BSCO2
544
498
505
499
496

hphr
20.47
21.18
21.08
21.42
21.18

hphr
21.05
21.05
21.05
21.05
21.05

Hot Start Ave.

1.61

1.18

0.43

2.00

3.49

0.001

498

21.26

21.05

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

5%
2.05
1.60
1.66
1.55
1.53

3%
1.46
1.13
1.18
1.13
1.13

15%
0.59
0.47
0.48
0.42
0.40

1%
2.11
2.11
2.11
2.06
2.04

3%
2.83
4.06
3.89
4.19
4.25

46%
0.001
0.001
0.001
0.0001
0.0001

0.2%
542
511
515
505
501

N/A
20.62
21.25
21.16
21.56
21.53

N/A
21.04
21.04
21.04
21.04
21.04

Hot Start Ave.

1.56

1.13

0.43

2.07

4.17

0.0004

506

21.45

21.04

Hot Start COV

2%

0.1%

8%

2%

2%

148%

1%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 13-TK
MN 67
Low Wobbe
30-Sep

Fuel 14-TK
MN 67
High Wobbe
3-Oct

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 8-TK
MN 69
Low Wobbe
23-Sep

Fuel 9-TK
MN 69
High Wobbe
26-Sep

B-1

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 10-TK
MN 71
Low Wobbe
27-Sep

Fuel 11-TK
MN 71
High Wobbe
28-Sep

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
2.39
1.78
1.86
1.75
1.72

BSCH4
1.78
1.33
1.39
1.31
1.30

BSNMHC
0.61
0.45
0.47
0.44
0.42

BSCO
2.05
1.98
1.99
1.97
1.99

BSNOx
1.96
2.90
2.77
3.23
3.14

BSPM
0.001
0.001
0.001
0.002
0.002

BSCO2
558
513
519
504
504

hphr
20.05
20.94
20.81
20.85
20.81

hphr
20.59
20.59
20.59
20.59
20.59

Hot Start Ave.

1.75

1.31

0.44

1.98

3.09

0.001

507

20.87

20.59

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

2%
2.18
1.56
1.64
1.58
1.56

1%
1.64
1.20
1.26
1.22
1.21

3%
0.54
0.36
0.38
0.36
0.35

0.5%
2.24
2.07
2.09
2.11
2.11

5%
2.87
4.27
4.08
4.41
4.56

41%
0.002
0.001
0.001
0.001
0.002

1%
560
506
514
507
507

N/A
20.35
21.48
21.32
21.23
21.07

N/A
20.98
20.98
20.98
20.98
20.98

Hot Start Ave.

1.57

1.21

0.36

2.10

4.42

0.001

507

21.26

20.98

Hot Start COV

1%

1%

1%

1%

3%

22%

0.1%

N/A

N/A

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
2.75
2.06
2.15
2.02
2.01

BSCH4
2.01
1.52
1.59
1.48
1.49

BSNMHC
0.75
0.54
0.57
0.53
0.52

BSCO
2.14
2.04
2.05
2.05
2.04

BSNOx
1.64
2.37
2.27
2.48
2.48

BSPM
0.002
0.0003
0.001
0.001
0.001

BSCO2
579
525
532
525
525

hphr
19.34
20.48
20.32
20.41
20.40

hphr
20.30
20.30
20.30
20.30
20.30

Hot Start Ave.

2.03

1.50

0.53

2.04

2.44

0.001

525

20.43

20.30

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

1%
2.04
1.63
1.68
1.52
1.51

1%
1.60
1.13
1.19
1.23
1.17

2%
0.44
0.50
0.49
0.29
0.34

0.3%
2.38
2.26
2.28
2.21
2.19

2%
3.80
5.09
4.91
5.52
5.45

52%
0.001
0.002
0.002
0.001
0.002

0.04%
559
510
516
509
504

N/A
20.50
21.38
21.25
21.62
21.59

N/A
21.40
21.40
21.40
21.40
21.40

Hot Start Ave.

1.55

1.18

0.38

2.22

5.35

0.002

507

21.53

21.40

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

4%
2.18
1.77
1.83
1.71
1.72

4%
1.64
1.34
1.38
1.32
1.32

29%
0.54
0.43
0.45
0.39
0.40

2%
2.20
2.21
2.21
2.15
2.09

4%
2.78
3.72
3.59
3.84
3.75

30%
0.009
0.007
0.008
0.005
0.003

1%
554
508
514
504
503

N/A
21.11
22.03
21.90
22.15
22.11

N/A
21.32
21.32
21.32
21.32
21.32

Hot Start Ave.

1.73

1.33

0.41

2.15

3.77

0.005

505

22.10

21.32

Hot Start COV

2%

1%

6%

3%

2%

45%

0.5%

N/A

N/A

Actual,

Ref,

BSCO2
585
529
536
526
525

hphr
19.25
20.06
19.94
20.15
20.14

hphr
20.10
20.10
20.10
20.10
20.10

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 1-TK
MN 73
Low Wobbe
15-Sep

Fuel 2-TK
MN 73
High Wobbe
8-Sep

Fuel 15-TK
MN 73
High Wobbe
31-Oct

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 3-TK
MN 76
Low Wobbe
14-Sep

Fuel 4-TK
MN 76
High Wobbe
19-Sep

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
2.99
2.27
2.37
2.13
2.11

BSCH4
2.36
1.80
1.88
1.72
1.70

BSNMHC
0.63
0.46
0.49
0.41
0.42

BSCO
2.07
1.99
2.00
1.97
1.93

BSNOx
1.48
2.01
1.93
2.20
2.25

BSPM
0.001
0.002
0.002
0.001
0.0001

Hot Start Ave.

2.17

1.74

0.43

1.96

2.15

0.001

526

20.12

20.10

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

4%
2.27
1.74
1.81
1.64
1.66

3%
1.71
1.36
1.41
1.32
1.32

7%
0.56
0.38
0.40
0.32
0.34

2%
2.11
2.10
2.10
2.08
2.02

6%
2.74
3.98
3.81
3.95
3.86

105%
0.001
0.001
0.001
0.001
0.001

0.4%
553
518
523
513
511

N/A
20.07
21.00
20.87
21.35
21.11

N/A
20.72
20.72
20.72
20.72
20.72

Hot Start Ave.

1.68

1.33

0.35

2.07

3.93

0.001

514

21.15

20.72

Hot Start COV

3%

2%

8%

2%

2%

29%

1%

N/A

N/A

B-2

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
3.37
2.43
2.56
2.29
2.20

BSCH4
2.71
1.98
2.08
1.87
1.82

BSNMHC
0.66
0.45
0.48
0.42
0.38

BSCO
2.06
1.95
1.96
1.93
1.91

BSNOx
1.10
1.63
1.55
1.70
1.71

BSPM
0.004
0.002
0.003
0.002
0.003

BSCO2
597
545
552
534
526

hphr
18.87
19.22
19.17
19.77
20.00

hphr
19.71
19.71
19.71
19.71
19.71

Hot Start Ave.

2.31

1.89

0.42

1.93

1.68

0.002

535

19.66

19.71

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

5%
2.29
1.68
1.77
1.56
1.55

4%
1.92
1.43
1.50
1.34
1.34

9%
0.37
0.25
0.27
0.22
0.21

1%
2.09
2.08
2.09
2.00
2.03

3%
2.39
3.48
3.33
3.88
4.11

10%
0.001
0.001
0.001
0.001
0.001

2%
546
502
508
492
494

N/A
20.45
21.27
21.15
21.58
21.56

N/A
20.97
20.97
20.97
20.97
20.97

Hot Start Ave.

1.60

1.37

0.23

2.04

3.82

0.001

496

21.47

20.97

Hot Start COV

5%

4%

10%

2%

8%

16%

1%

N/A

N/A

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
4.54
2.67
2.92
2.62
2.54

BSCH4
4.49
2.42
2.70
2.42
2.32

BSNMHC
0.05
0.25
0.22
0.20
0.22

BSCO
2.18
1.81
1.86
1.79
1.77

BSNOx
0.83
1.16
1.11
1.24
1.26

BSPM
0.001
0.001
0.001
0.001
0.0004

BSCO2
599
517
528
522
519

hphr
18.20
19.45
19.27
19.34
19.56

hphr
19.56
19.56
19.56
19.56
19.56

Hot Start Ave.

2.61

2.39

0.22

1.79

1.22

0.001

519

19.45

19.56

Hot Start COV

3%

3%

11%

1%

4%

55%

1%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 5-TK
MN 80
Low Wobbe
20-Sep

Fuel 6-TK
MN 80
High Wobbe
21-Sep

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 7-TK
MN 89
Cert. Blend
22-Sep

B-3

APPENDIX C
Summarized Emission Results for
A DDC Series 50G MK Engine

Actual,

Ref,

BSCO
0.03
0.00
0.00
0.00
0.00

BSNOx
5.16
5.15
5.15
5.04
4.96

BSPM
0.006
0.002
0.002
0.003
0.001

BSCO2
558
533
536
538
530

hphr
22.39
22.60
22.57
22.58
22.66

hphr
22.27
22.27
22.27
22.27
22.27

0.01

0.00

5.05

0.002

534

22.61

22.27

56%

173%

2%

63%

1%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 1-MK
MN 65
High Wobbe
10-Mar

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.25
0.99
1.03
0.97
1.01

BSCH4
1.13
0.98
1.00
0.96
0.99

BSNMHC
0.12
0.01
0.02
0.01
0.02

Hot Start Ave.

0.99

0.98

Hot Start COV

2%

2%

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.28
1.09
1.12
1.08
1.13

BSCH4
1.23
1.09
1.11
1.08
0.99

Hot Start Ave.

1.10

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

2%
1.29
1.16
1.18
1.21
1.16

Hot Start Ave.

1.18

Hot Start COV

2%

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.62
1.30
1.35
1.32
1.34

BSCH4
1.54
1.29
1.32
1.32
1.34

Hot Start Ave.

1.32

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

2%
1.42
1.22
1.25
1.21
1.20

Hot Start Ave.

Hot Start COV

Actual,

Ref,

BSNMHC
0.05
0.00
0.01
0.00
0.13

BSCO
0.03
0.00
0.00
0.04
0.04

BSNOx
4.84
4.31
4.39
4.62
4.48

BSPM
0.005
0.002
0.002
0.002
0.001

BSCO2
544
525
528
521
538

hphr
22.95
22.96
22.96
23.07
23.02

hphr
22.08
22.08
22.08
22.08
22.08

1.05

0.04

0.02

4.47

0.002

528

23.02

22.08

5%
1.23
1.09
1.11
0.83
1.16

173%
0.06
0.07
0.07
0.38
0.00

81%
0.06
0.02
0.03
0.06
0.05

3%
4.56
4.20
4.25
4.36
4.43

19%
0.004
0.002
0.003
0.003
0.002

2%
536
490
497
N/A
514

N/A
23.54
23.73
23.70
23.82
23.79

N/A
22.93
22.93
22.93
22.93
22.93

1.03

0.15

0.04

4.33

0.002

502

23.78

22.93

17%

134%

41%

3%

11%

3%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 2-MK
MN 69
Low Wobbe
13-Mar

Fuel 3-MK
MN 69
High Wobbe
15-Mar

Actual,

Ref,

BSNMHC
0.07
0.02
0.02
0.00
0.00

BSCO
0.00
0.00
0.00
0.01
0.01

BSNOx
3.51
3.88
3.83
3.85
3.91

BSPM
0.009
0.003
0.004
0.003
0.004

BSCO2
546
507
512
514
515

hphr
23.02
23.44
23.38
23.38
23.54

hphr
22.81
22.81
22.81
22.81
22.81

1.32

0.01

0.01

3.88

0.003

512

23.45

22.81

2%
1.40
1.22
1.24
1.21
1.20

173%
0.02
0.00
0.00
0.00
0.00

66%
0.04
0.01
0.01
0.00
0.00

1%
4.39
4.29
4.31
4.26
4.54

8%
0.008
0.004
0.005
0.001
0.003

1%
538
520
523
523
531

N/A
22.49
22.61
22.59
22.59
22.72

N/A
22.13
22.13
22.13
22.13
22.13

1.21

1.21

0.00

0.00

4.36

0.003

525

22.64

22.13

1%

1%

N/A

140%

4%

57%

1%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 4-MK
MN 73
Low Wobbe
21-Mar

Fuel 5-MK
MN 73
High Wobbe
9-Mar

C-1

Actual,

Ref,

BSNMHC
0.05
0.00
0.01
0.00
0.04

BSCO
0.01
0.01
0.01
0.01
0.00

BSNOx
3.39
3.29
3.31
3.33
3.44

BSPM
0.005
0.004
0.004
0.002
0.001

BSCO2
549
520
524
518
506

hphr
22.57
22.72
22.70
22.78
22.82

hphr
22.27
22.27
22.27
22.27
22.27

1.62

0.01

0.01

3.36

0.002

514

22.77

22.27

2%
1.44
1.37
1.38
1.35
1.41

173%
0.02
0.00
0.00
0.00
0.00

73%
0.01
0.01
0.01
0.01
0.01

2%
4.80
4.53
4.57
4.66
4.44

70%
0.005
0.002
0.002
0.003
0.006

1%
533
512
515
514
513

N/A
23.37
23.70
23.65
23.66
23.59

N/A
22.95
22.95
22.95
22.95
22.95

1.38

1.38

0.00

0.01

4.54

0.004

513

23.65

22.95

2%

2%

N/A

28%

2%

54%

0.2%

N/A

N/A

Actual,

Ref,

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
2.16
2.04
2.05
2.12
2.06

BSCH4
2.16
2.04
2.05
2.12
2.06

BSNMHC
0.00
0.00
0.00
0.00
0.00

BSCO
0.01
0.01
0.01
0.03
0.01

BSNOx
2.90
2.70
2.73
2.79
2.96

BSPM
0.000
0.003
0.002
0.003
0.003

BSCO2
547
516
520
512
517

hphr
22.18
22.47
22.43
22.42
22.57

hphr
22.14
22.14
22.14
22.14
22.14

Hot Start Ave.

2.07

2.07

0.00

0.02

2.82

0.003

515

22.49

22.14

Hot Start COV

2%

2%

N/A

90%

5%

5%

0.5%

N/A

N/A

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 6-MK
MN 80
Low Wobbe
22-Mar

Fuel 7-MK
MN 80
High Wobbe
24-Mar

Test Name
Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

BSHC
1.79
1.64
1.66
1.62
1.63

BSCH4
1.73
1.64
1.66
1.62
1.59

Hot Start Ave.

1.63

Hot Start COV

Cold Start 1
Hot Start 1
Composite
Hot Start 2
Hot Start 3

1%
1.46
1.37
1.39
1.35
1.41

Hot Start Ave.

Hot Start COV

Brake-Specific Emissions, g/hp-hr

Fuel
Fuel 8-MK
MN 89
Low Wobbe

C-2