Gasoline direct injection (GDI) engines can offer improved fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet more stringent fuel economy standards. GDI engines typically emit the most particulate matter (PM) during periods of rich operation such as start-up and acceleration, and emissions of air toxics are also more likely during this condition. A 2.0 L GDI engine was operated at lambda of 0.91 at typical loads for acceleration (2600 rpm, 8 bar BMEP) on three different fuels; an 87 anti-knock index (AKI) gasoline (E0), 30% ethanol blended with the 87 AKI fuel (E30), and 48% isobutanol blended with the 87 AKI fuel. E30 was chosen to maximize octane enhancement while minimizing ethanol-blend level and iBu48 was chosen to match the same fuel oxygen level as E30. Particle size and number, organic carbon and elemental carbon (OC/EC), soot HC speciation, and aldehydes and ketones were all analyzed during the experiment. A new method for soot HC speciation is introduced using a direct, thermal desorption/pyrolysis inlet for the gas chromatograph (GC). Results showed high levels of aromatic compounds were present in the PM, including downstream of the catalyst, and the aldehydes were dominated by the alcohol blending.
